JP4400296B2 - Electric car and car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To secure the traveling performance of a vehicle by suppressing temperature rises in a traveling motor, an inverter, and a battery loaded in an electric automobile. <P>SOLUTION: When a destination is set by an operator and the shortest route from the present position of a vehicle to the destination is guided, and temperature rises in a motor, an inverter or a battery occur, furthermore a subsequent traveling section is an ascending route (S310 to S330), a bypass which enables traveling to the destination, prohibiting traveling on the ascending route, is set (S340 to S370). Thereby, high load driving involved in traveling on an ascending route can be avoided, thus suppressing the temperature rises of the motor, the inverter or the battery. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to an electric vehicle and an automobile, and more particularly to an electric vehicle that can be driven by power from an electric motor and a vehicle that can be driven by power from a power source.

Conventionally, as this type of electric vehicle, one having a navigation system has been proposed (see, for example, Patent Document 1). In this electric vehicle, a navigation system is used to select a travel route in which the vehicle has the highest energy efficiency from among the travel routes that can be reached from the current vehicle position to the destination for route guidance.
JP-A-9-93717

  In an electric vehicle, when a driving motor is operated at a high load, the temperature of an electric drive system such as a motor, an inverter that drives the motor, and a battery that exchanges electric power with the motor is increased. . Although it is possible to suppress an increase in the temperature of the electric drive system if the motor is operated at a low load by performing output limitation, the drivability may be impaired depending on the traveling road such as a slope. Such a problem similarly occurs in an automobile including an engine as one of the power sources, an automobile including a power transmission mechanism that transmits power from the power source and outputs the power to the axle.

  An object of the electric vehicle of the present invention is to promote suppression of a temperature rise of an electric drive system according to a travel path. Another object of the automobile of the present invention is to promote suppression of temperature rise of a power source and a power transmission device. Furthermore, it is an object of the electric vehicle and the automobile of the present invention to maintain the running performance of the vehicle in a good state.

  The electric vehicle of the present invention employs the following means in order to achieve at least one of the above objects.

The first electric vehicle of the present invention is
An electric vehicle that can be driven by power from an electric motor,
Map information storage means for storing map information including information about roads;
Position detecting means for detecting the current position of the vehicle;
Temperature detecting means for detecting the temperature of an electric drive system including the electric motor;
When the detected temperature of the electric drive system is equal to or higher than a first predetermined temperature, based on the stored map information and the detected current vehicle position so as to suppress an increase in temperature of the electric drive system. The gist of the present invention is to include route guidance means for searching for a travel route and performing route guidance.

  In the first electric vehicle of the present invention, when the temperature of the electric drive system including the electric motor for traveling is equal to or higher than the first predetermined temperature, the map information and the current vehicle position are controlled so that the temperature increase of the electric drive system is suppressed. Based on the above, the travel route is searched and route guidance is performed. Therefore, by performing route guidance of the traveling path, the electric drive system can be maintained in a more appropriate temperature range, and the traveling performance of the vehicle can be ensured. Here, the “electric drive system” includes, in addition to the electric motor, a driving means for driving the electric motor, an electric storage means for inputting / outputting electric power to / from the electric motor, and the like.

  In such a first electric vehicle of the present invention, the traveling direction detecting means for detecting the traveling direction of the current vehicle, the stored map information, the detected current vehicle position, and the detected current vehicle. Road condition determining means for determining the state of the road on which the vehicle is traveling after a predetermined time and / or a predetermined distance based on the traveling direction of the vehicle, and the route guidance means has a destination set The travel route from the detected current vehicle position to the destination is searched under predetermined conditions to provide route guidance, and the detected temperature of the electric drive system is equal to or higher than the first predetermined temperature. Sometimes when the road state determination means determines that the road state is a predetermined state, the road is determined to be at least the predetermined state based on the stored map information and the detected current vehicle position. It can be assumed by searching the detour to detour a means for performing route guidance. In the first electric vehicle of the present invention of this aspect, the information on the road includes information on a road gradient, and the road state determination unit is a gradient determination unit that determines a road gradient as the state of the road, The route guidance means stores the stored map when the gradient determination means determines that the road gradient is equal to or higher than a predetermined gradient when the detected temperature of the electric drive system is equal to or higher than the first predetermined temperature. The route guidance may be performed by searching for a detour that bypasses a road determined to be at least the predetermined gradient based on the information and the detected current vehicle position. If it carries out like this, it will become possible to avoid the driving | running | working of the road beyond the gradient which may drive an electric motor with high load, and the temperature of an electric drive system can be maintained in a more suitable temperature range.

  The first electric vehicle according to the present invention further includes power limiting means for limiting power output from the electric motor when the temperature of the electric drive system detected by the temperature detecting means is equal to or higher than a second predetermined temperature. It can also be. In this way, an abnormal temperature rise in the electric drive system can be suppressed. In the first electric vehicle of this aspect of the present invention, the first predetermined temperature may be lower than the second predetermined temperature or the same temperature as the second predetermined temperature.

  In the first electric vehicle of the present invention, the internal combustion engine, the output shaft of the internal combustion engine, a drive shaft mechanically coupled to the axle, and a third rotation shaft are connected to the three shafts. 3 shaft type power input / output means for inputting / outputting power to / from the remaining one axis based on the power input / output to / from any two axes, and rotation capable of inputting / outputting power to / from the third rotating shaft A motor for a shaft, and the motor may be a motor for a drive shaft that can input and output power to the drive shaft. Alternatively, in the first electric vehicle of the present invention, an internal combustion engine may be used. And a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft mechanically coupled to the axle, the first rotor by electromagnetic action. A counter-rotor motor that relatively rotates the rotor and the second rotor, wherein the motor May be assumed to be a motor for input and output can drive shaft power to said drive shaft.

The second electric vehicle of the present invention is
An electric vehicle that can be driven by power from an electric motor,
Map information storage means for storing map information including information about roads;
Position detecting means for detecting the current position of the vehicle;
Thermal load detecting means for detecting a thermal load of an electric drive system including the electric motor;
When the detected thermal load of the electric drive system is greater than or equal to a first predetermined thermal load, the stored map information and the detected current vehicle position so as to suppress an increase in the thermal load of the electric drive system And a route guidance means for performing route guidance by searching for a travel route based on the above.

  In the second electric vehicle of the present invention, when the heat load of the electric drive system including the electric motor for traveling is equal to or higher than the first predetermined heat load, the map information and the current information are controlled so that the increase of the heat load of the electric drive system is suppressed. Based on the position of the vehicle, the travel route is searched for route guidance. Therefore, the electric drive system can be maintained at a more appropriate heat load by performing route guidance of the travel path. As a result, the running performance of the vehicle can be ensured. Here, the “thermal load of the electric drive system” is a concept including the “temperature of the electric drive system” described above. Therefore, in each aspect of the first electric vehicle described above, the temperature of the electric drive system can be considered as a heat load of the electric drive system.

The first automobile of the present invention is
A vehicle that can be driven by power from a power source,
Map information storage means for storing map information about roads;
Position detecting means for detecting the current position of the vehicle;
Temperature detecting means for detecting the temperature of the power source;
When the detected temperature of the power source is equal to or higher than a third predetermined temperature, the travel path is based on the stored map information and the detected current vehicle position so as to suppress the temperature increase of the power source. And a route guidance means for searching for and guiding.

  In the first automobile of the present invention, when the temperature of the power source is equal to or higher than the third predetermined temperature, the travel path is searched based on the map information and the current vehicle position so that the temperature increase of the power source is suppressed. I will guide you. Therefore, the power source can be maintained in a more appropriate temperature range by guiding the traveling path, and the traveling performance of the vehicle can be ensured. Here, the “power source” includes an internal combustion engine, an electric motor, and the like (hereinafter the same). “Automobile” also includes an electric vehicle (hereinafter the same).

The second automobile of the present invention is
An automobile comprising a power source and power transmission means capable of transmitting power from the power source to an axle,
Map information storage means for storing map information about roads;
Position detecting means for detecting the current position of the vehicle;
Temperature detecting means for detecting the temperature of the power transmission means;
When the detected temperature of the power transmission means is equal to or higher than a fourth predetermined temperature, based on the stored map information and the detected current vehicle position so as to suppress the temperature increase of the power transmission means. The gist of the present invention is to provide route guidance means for searching and guiding a travel route.

  In the second automobile of the present invention, when the temperature of the power transmission means is equal to or higher than the fourth predetermined temperature, the travel path is set based on the map information and the current vehicle position so that the temperature increase of the power transmission means is suppressed. Search and guide. Therefore, the power transmission means can be maintained in a more appropriate temperature range by guiding the traveling path, and the traveling performance of the vehicle can be ensured. Here, the “power transmission means” includes one that transmits power output from a power source to an axle by a mechanical mechanism.

  In the first or second automobile of the present invention, when the destination is set, the route guidance means calculates the destination from the current vehicle position detected based on the map information under a predetermined condition. The travel route is searched and route guidance is performed, and when the detected temperature of the power source becomes equal to or higher than the third predetermined temperature during the route guidance or the detected power Of the travel paths that can reach the destination based on load relation information related to the power source or the load of the power transmission means in the map information when the temperature of the transmission means exceeds the fourth predetermined temperature. The power source or the power transmission means may be a means for searching for a traveling path capable of suppressing a temperature rise and performing route guidance. In this way, it is possible to reach the destination while suppressing the temperature rise of the power source and the power transmission means.

  In the first or second automobile of the present invention in which a route is searched based on the load relation information and route guidance is performed, the load relation information may be information including a road gradient. .

  In the first or second vehicle of the present invention in which the load relation information is information including road gradient information, the route guidance means is configured to detect the power source detected during the route guidance. When the temperature of the power transmission means becomes equal to or higher than the third predetermined temperature or when the detected temperature of the power transmission means becomes equal to or higher than the fourth predetermined temperature, the road gradient of the road that can reach the destination The power source estimated based on the information including the power source or the power transmission means may be a means for searching for a travel route in which the temperature peak is less than an allowable temperature and performing route guidance. In this way, it is possible to reach the destination while maintaining the temperature peaks of the power source and the power transmission means below the allowable temperature.

  In the first or second automobile of the present invention in which the load relation information is information including road gradient information, the route guidance means is configured to detect the power detected during the route guidance. When the temperature of the source becomes equal to or higher than the third predetermined temperature, or when the detected temperature of the power transmission means becomes equal to or higher than the fourth predetermined temperature, a plurality of reachable to the destination based on the map information The travel path is searched using the travel path having the smallest temperature peak of the power source or the power transmission means, which is estimated based on the information including the road gradient, among the plurality of travel paths searched. It can also be a means for performing guidance. In this way, it is possible to reach the destination while minimizing the temperature rise of the power source and the power transmission means.

The third automobile of the present invention is
A vehicle that can be driven by power from a power source,
Map information storage means for storing map information about roads;
Position detecting means for detecting the current position of the vehicle;
Thermal load detecting means for detecting the thermal load of the power source;
When the detected heat load of the power source is equal to or greater than a second predetermined heat load, the stored map information and the detected current vehicle position are controlled so that the increase of the heat load of the power source is suppressed. And a route guidance means for searching and guiding the travel route based on the route.

  In the third automobile of the present invention, when the heat load of the power source is equal to or higher than the second predetermined heat load, the vehicle travels based on the map information and the current vehicle position so that the increase of the heat load of the power source is suppressed. Search for and guide directions. Therefore, the power source can be maintained at a more appropriate heat load by guiding the traveling path. As a result, the running performance of the vehicle can be ensured. Here, the “thermal load of the power source” is a concept including the “temperature of the power source” described above. Therefore, in each aspect of the first automobile described above, the temperature of the power source can be considered as the heat load of the power source.

The fourth automobile of the present invention is
An automobile comprising a power source and power transmission means capable of transmitting power from the power source to an axle,
Map information storage means for storing map information about roads;
Position detecting means for detecting the current position of the vehicle;
Thermal load detection means for detecting the thermal load of the power transmission means;
When the detected thermal load of the power transmission means is greater than or equal to a third predetermined thermal load, the stored map information and the detected current vehicle position so as to suppress an increase in the thermal load of the power transmission means And a route guidance means for searching and guiding the travel route based on the above.

  In the fourth automobile of the present invention, when the heat load of the power transmission means is equal to or higher than the third predetermined heat load, the increase in the heat load of the power transmission means is suppressed based on the map information and the current vehicle position. To search and guide the travel route. Therefore, the power transmission means can be maintained at a more appropriate heat load by guiding the travel path. As a result, the running performance of the vehicle can be ensured. Here, the “thermal load of the power transmission means” is a concept including the “temperature of the power transmission means” described above. Therefore, in each aspect of the second automobile described above, the temperature of the power transmission means can be considered as the heat load of the power transmission means.

  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 drive device as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the first embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, A motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution integration mechanism 30, and a motor MG2 connected to the reduction gear 35 And a navigation system 90 that searches for a route from the current position to the destination and provides route guidance, and a hybrid electronic control unit 70 that controls the entire vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment control. Is under operation control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, the coolant temperature from the temperature sensor 23 that detects the temperature of the coolant circulating in the engine 22. 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 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  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 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 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 navigation system 90 can perform various setting operations such as setting a destination by touching the screen with a GPS antenna 91 for detecting the current position of the vehicle, a direction sensor 92 for detecting the traveling direction of the vehicle, and the operator. The touch panel type display 93 that can display various information such as the route from the current position to the destination, and gradient information for each traveling section from the storage medium 95 such as a DVD-ROM or a hard disk (for example, a flat road or a slope) And a DVD device 96 that reads map information including distance information and a distance information, and is configured as a system for searching for a route to the destination based on the map information, the current position, and the destination.

  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 motor temperature tm from the temperature sensor 46 attached to the motor MG2, an inverter temperature ti from the temperature sensor 47 attached to the inverter 42, an ignition signal from the ignition switch 80, and a shift lever 81. The shift position SP from the shift position sensor 82 for detecting the operation position of the accelerator, the accelerator pedal opening sensor Acc from the accelerator pedal position sensor 84 for detecting the depression amount of the accelerator pedal 83, and the brake pedal position sensor for detecting the depression amount of the brake pedal 85 The brake pedal position BP from 86, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. From the hybrid electronic control unit 70, a lighting signal to the warning lamp 89 and the like are output via the output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the navigation system 90 via the communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, the navigation system 90, and the various types. Control signals and data are exchanged.

  The hybrid vehicle 20 of the first embodiment configured in this way is the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83 by the driver and the vehicle speed V. The engine 22, the motor MG1, and the motor MG2 are 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 so as 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 route under route guidance is changed in accordance with the operation of the hybrid vehicle 20 of the first embodiment thus configured, in particular, the operation of the hybrid vehicle 20 during route guidance by the navigation system 90 and the travel restriction of the hybrid vehicle 20. The operation at that time will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70 of the first embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

When this routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal 83, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2, and the temperature of the motors MG1, MG2. Data necessary for control, such as the motor temperature tm from the sensor 46, the inverter temperature ti from the temperature sensor 47, the battery temperature tb, and the remaining capacity SOC of the battery 50, are input (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those 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. To do. Further, the battery temperature tb detected by the temperature sensor 51 is input from the battery ECU 52 by communication. As the remaining capacity SOC of the battery 50, a value calculated based on the integrated value of the charge / discharge current of the battery 50 is input from the battery ECU 52 by communication.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the target power Pe * to be output from the engine 22 is set (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 target power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a, the charge / discharge request amount Pb * of the battery 50, and the loss Loss. The rotation speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by the conversion factor k, or obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr (Nm2 / Nr) of the reduction gear 35. be able to. Further, the required charge / discharge amount Pb * can be set by the remaining capacity SOC of the battery 50, the accelerator opening degree Acc, and the like.

  Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set target power Pe * (step S120). This setting is performed based on the operation line for efficiently operating the engine 22 and the target power Pe *. FIG. 4 shows how the target rotational speed Ne * and the target torque Te * are set using an example of the operation line of the engine 22. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Based on the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 * of the motor MG1 is calculated and calculated. Based on the target rotation speed Nm1 * and the current rotation speed Nm1, a torque command Tm1 * for the motor MG1 is calculated (step S130). FIG. 5 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements 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. Further, two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Since the rotational speed of the sun gear 31 in the figure is the rotational speed Nm1 of the motor MG1 and the rotational speed of the carrier 34 is the rotational speed Ne of the engine 22, the target rotational speed Nm1 * of the motor MG1 is the rotational speed Nr of the ring gear shaft 32a. Based on (Nm2 / Gr), the target rotational speed Ne *, and the gear ratio ρ of the power distribution and integration mechanism 30, it can be calculated by the following equation (1). Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the torque command Tm1 * so as to rotate at the calculated target rotational speed Nm1 * and driving and controlling the motor MG1. In the embodiment, the torque command Tm1 * of the motor MG1 is set by the relational expression (2) in the feedback control using the target rotation speed Nm1 * and the current rotation speed Nm1. Here, “k1” in the second term on the right side in Equation (2) indicates the gain of the proportional term, and “k2” in the third term on the right side indicates the gain of the integral term.

Nm1 * ＝ Ne * ・ (1 + ρ) / ρ−Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (2)
Next, it is determined whether route guidance is being performed by the navigation system 90 (step S140). In this embodiment, in this embodiment, a value 1 is set when a search for a route to the destination is instructed, and a flag is set from the navigation system 90 where a value 0 is set when the vehicle arrives at the destination. And checking the value of the input flag. In the embodiment, in the embodiment, when the destination is designated by the operator, the route guidance is performed by the navigation system 90 based on the designated destination, the current position of the vehicle, and the map information. Is performed by searching for the shortest route and displaying the result on the display 93.

  When it is determined that the route guidance is being performed by the navigation system 90, whether the motor temperature tm is lower than the predetermined temperature tmref, whether the inverter temperature ti is lower than the predetermined temperature tiref, whether the battery temperature tb is lower than the predetermined temperature tbref It is determined whether or not (steps S150 to S170). Here, the predetermined temperature tmref, the predetermined temperature tiref, and the predetermined temperature tbref need to change the shortest route being guided by the navigation system 90 as a process for suppressing the temperature rise of the motor MG2, the inverter 42, and the battery 50. It is used to determine whether or not. In the embodiment, the predetermined temperature tmref and the predetermined temperature tiref are determined as an upper limit temperature at which the motor MG2 can be driven with the maximum torque at the rotation speed Nm2 or a temperature slightly lower than that. In the embodiment, the predetermined temperature tbref is set as an upper limit temperature at which the battery 50 can be charged and discharged efficiently or a temperature slightly lower than that. When the motor temperature tm is lower than the predetermined temperature tmref, the inverter temperature ti is lower than the predetermined temperature tiref, and the battery temperature tb is lower than the predetermined temperature tbref, a value 0 is set to the detour search determination flag F (step S180). When the motor temperature tm is equal to or higher than the predetermined temperature tmref, when the inverter temperature ti is equal to or higher than the predetermined temperature tiref, or when the battery temperature tb is equal to or higher than the predetermined temperature tbref, a value 1 is set to the detour search determination flag F. At the same time (step S190), the warning lamp 89 is turned on (step S195). The detour search determination flag F will be described later. If it is determined in step S140 that the route guidance is not performed by the navigation system 90, the detour search determination flag F is set to 0 (step S180), and the process proceeds to the next process.

  Subsequently, based on the motor temperature tm and the inverter temperature ti, a torque limit Tmax1 as a torque limit of the motor MG2 with respect to the temperature rise of the motor MG2 and the inverter 42 is set (step S200). In the embodiment, when the motor temperature tm or the inverter temperature ti is lower than the predetermined temperature tmref or the predetermined temperature tiref, the torque limit Tmax1 is set to the maximum torque at the rotation speed Nm2 of the motor MG2 at that time. When the temperature ti is equal to or higher than the predetermined temperature tmref or the predetermined temperature tiref, a value such as 50% or 60% of the maximum torque at the rotation speed Nm2 of the motor MG2 at that time is set.

  Then, the output limit Wout of the battery 50 is set based on the battery temperature tb and the remaining capacity SOC of the battery 50 (step S210), the set output limit Wout, the torque command Tm1 * of the motor MG1, and the current rotation of the motor MG1. Based on the number Nm1 and the rotational speed Nm2 of the motor MG2, a torque limit Tmax2 as a torque limit of the motor MG2 with respect to the output limit Wout of the battery 50 is calculated by the following equation (3) (step S220), and the required torque Tr * And a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 in order to output the required torque Tr * to the ring gear shaft 32a based on the torque command Tm1 * and the gear ratio ρ of the power distribution and integration mechanism 30 (4) (Step S230).

Tmax2 = (Wout−Tm1 * ・ Nm1) / Nm2 (3)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)
When the torque limit Tmax1, the torque limit Tmax2, and the temporary motor torque Tm2tmp are calculated, the torque limit Tmax1, the torque limit Tmax2, and the temporary motor torque Tm2tmp are compared, and the smallest value is set as the torque command Tm2 * of the motor MG2 (step). S240). Thereby, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft can be set as a torque limited based on the temperature of the motor MG2, the temperature of the inverter 42, and the output limit Wout of the battery 50.

  When the target rotational speed Ne * of the engine 22 and the target torque Te * and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in this way, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S250), and this routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control, ignition control, etc. so that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Take 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.

  Next, processing performed by the navigation system 90 based on the detour search determination flag F set in steps S180 and S190 will be described. FIG. 6 is a flowchart illustrating an example of a bypass search routine executed by the navigation system 90. This routine is repeatedly executed every predetermined time (for example, every 100 msec).

  When the detour search routine is set, the navigation system 90 first checks the value of the detour search determination flag F input by communication from the hybrid electronic control unit 70 (step S310), and the detour search determination flag F is set. When the value is 0, this routine is finished as it is.

When the detour search determination flag F is a value 1, map information including the current position of the vehicle, traveling direction, destination, gradient information (flat road, uphill road, downhill road, etc.) and distance information for each travel section is input. Then, based on the input map information, the current position, and the traveling direction, it is determined whether or not the next traveling section is an uphill road (step S330). When the next travel section is an uphill road, the travel of the travel section is prohibited and a shortest route (detour) to the destination is searched based on the map information, the current position, and the destination (step S340), When there is a detour, the searched detour is displayed on the display 93 as a route to the destination (steps S350 to S370), and this routine is terminated. When the vehicle travels on an uphill road, it is necessary to depress the accelerator pedal 83 relatively large, and a relatively large torque is required for the ring gear shaft 32a as a drive shaft. For this reason, the load of the motor MG2 becomes large, and the temperature of the motor MG2, the inverter 42, and the battery 50 is likely to increase. Further, if the vehicle travels on an uphill road while the torque of the motor MG2 is limited (torque limits Tmax1 and Tmax2 are set) as the temperature of the motor MG2, the inverter 42, and the battery 50 increases, There may be a case where drivability is impaired because the required depression of the accelerator pedal 83 cannot be handled. When the temperature of the motor MG2, the inverter 42, or the battery 50 is increased and the next traveling section is an uphill road, if traveling on the uphill road is prohibited and route guidance is performed, the motor accompanying the uphill road traveling High load operation of MG2 can be avoided, and temperature rise of motor MG2, inverter 42, and battery 50 can be suppressed. If it is determined in step S330 or step S350 that the next travel section is not an uphill road, or if it is determined that there is no detour even when the next travel section is an uphill road, this routine is directly executed without changing the route. finish.

  FIG. 7 is an explanatory diagram showing a situation when route guidance is performed by the navigation system 90. FIG. 7A shows a state in which route guidance for the shortest route ABCDE is being performed by the navigation system 90, and FIG. 7B shows a bypass route ABCFGDE being searched by the navigation system 90 during guidance for the shortest route ABCDE. This shows how the route is changed. In the drawing, a circle indicates a destination set by the operator, and a cross indicates a current position of the vehicle. As shown in FIG. 7A, when the temperature of the motor MG2, the inverter 42, and the battery 50 exceeds the predetermined temperature at the cross mark, it is determined that the next travel section BC is an uphill road. As shown in FIG. 7B, the route is changed by setting a detour BFGHD that prohibits traveling on the uphill road and circumvents the travel route BCD.

  According to the hybrid vehicle 20 of the first embodiment described above, when the temperature of the motor MG2, the inverter 42, and the battery 50 is equal to or higher than a predetermined temperature during route guidance of the shortest route to the destination. When it is determined that the next traveling section is an uphill road, the route guidance is performed by setting a detour that prohibits the traveling on the uphill road, so that it is possible to avoid the high-load operation of the motor MG2 associated with the uphill road traveling. The temperature rise of the motor MG2, the inverter 42, and the battery 50 can be suppressed. As a result, the running performance of the vehicle can be ensured.

  In the hybrid vehicle 20 of the first embodiment, when it is determined that the next travel section is an uphill road, only a travel in the travel section is prohibited and a detour that can travel to the destination is set. For example, it is possible to set a detour that can travel to all destinations only on flat roads and downhill roads by prohibiting the travel of all travel sections determined to be uphill roads.

  Although the hybrid vehicle 20 of the first embodiment has been described as the process of detouring the route to the destination when the destination is set, it can be applied even when the destination is not set. In this case, for example, a road having a predetermined gradient or more in the traveling direction of the vehicle among roads displayed on the display 93 can be distinguished from other roads and displayed (for example, blinking display).

  In the hybrid vehicle 20 of the first embodiment, the detour to the destination is set based on the map information, the current position, and the destination, but in addition to these, the accident information and the traffic jam information are also taken into consideration. A detour may be set.

  In the hybrid vehicle 20 of the first embodiment, it is determined whether or not to limit the motor MG2 and the thresholds (predetermined temperatures tmref, tiref) of the motor MG2 and the inverter 42 for determining whether or not to search for a detour and the torque of the motor MG2. Although the same value is used for the threshold values (predetermined temperatures tmref, tiref) for the purpose, different values may be used. For example, a value smaller than the threshold for determining whether or not to limit the torque of the motor MG2 may be used as the threshold of the motor MG2 or the inverter 42 for determining whether or not to search for a detour.

  Next, the hybrid vehicle 20B of the second embodiment will be described. The hybrid vehicle 20B of the second embodiment has the same configuration as the hybrid vehicle 20 of the first embodiment except that the navigation system 90 executes the detour search routine of FIG. 8 instead of the detour search routine of FIG. I am doing. Therefore, illustration and description of the same configuration as the hybrid vehicle 20 of the first embodiment among the configurations of the hybrid vehicle 20B of the second embodiment are omitted.

  When the detour search routine of FIG. 8 is executed, the navigation system 90 performs the detour search determination flag F input by communication from the hybrid electronic control unit 70 in the same manner as the processing of step S310 of the detour search routine of FIG. When the detour search determination flag F is 0, that is, when the motor MG2, the inverter 42, and the battery 50 are less than the predetermined temperatures tmref, tiref, tbref, this routine is terminated as it is. .

  When the detour search determination flag F has a value of 1, a process for extracting a route is executed (step S410). This process is a process of extracting the route currently being guided as it is when the detour search determination flag F is set to a value of 1 for the first time. Subsequently, in each travel section on the extracted route, the road gradient θ of the next travel section is sequentially input from the current position of the vehicle to the destination (step S420), and the motor MG2 is based on the input road gradient θ. Is set (step S430), and the set rise temperature Δtm is integrated to calculate a temperature integrated value tmadd (step S440). Here, the rising temperature Δtm is a temperature change of the motor MG2 estimated when the vehicle travels in the travel section of the road gradient θ, and the temperature characteristics of the motor MG2 and the cooling system for cooling the motor MG2 and the inverter 42 are shown. It can be set based on performance. In this embodiment, the rising temperature Δtm is obtained in advance by experimentally determining the relationship between the road gradient θ and the rising temperature Δtm and stored in the ROM 74 as a map. When the road gradient θ is given, the corresponding rising temperature Δtm is obtained from the map. Was derived and set. An example of this map is shown in FIG. As shown in the figure, when the vehicle travels on an uphill road, the load acting on the motor MG2 increases and the amount of heat generated also increases. Therefore, a map is created so that the rising temperature Δtm increases as the road gradient θ increases. Further, the temperature integrated value tmadd corresponds to the temperature of the motor MG2 while the vehicle is traveling in the target travel section, and the initial value when the value 1 is set in the detour search determination flag F The motor temperature tm detected by the temperature sensor 46 was used.

  Then, the temperature integrated value tmadd is compared with a predetermined value tlim (step S450). Here, the predetermined value tlim is set as an allowable upper limit temperature of the motor MG2 or a temperature slightly lower than that. When the temperature integrated value tmadd is less than the predetermined value tlim, it is determined whether or not there is a next travel section, that is, whether or not the processing has been completed for all travel sections from the current position to the destination on the extracted route ( Step S460) When it is determined that there is a next travel section, the process returns to Step S420. On the other hand, when it is determined that there is no next travel section, that is, the temperature integrated value tmadd has never exceeded the predetermined value tlim, the process has been completed for all travel sections, based on the road gradient θ of each travel section. It is determined that the estimated temperature peak of the motor MG2 is less than the predetermined value tlim, the route extracted in step S410 is output (step S470), and this routine is terminated. When the route currently being guided is extracted in step S410, the processing in step S470 is processing for maintaining the route being currently guided as it is.

  If the integrated temperature value tmadd is equal to or greater than the predetermined value tlim in step S450, it is determined that there is a possibility that the temperature of the motor MG2 may become equal to or higher than the predetermined value tlim when traveling to the destination by the extracted route, and the destination can be reached from the current position. Another route is searched (step S480), and when there is another route (step S490), the process returns to step S410. In this way, the route search is repeatedly executed until a route in which the temperature peak of the motor MG2 is less than the predetermined value tlim is found. On the other hand, as a result of searching for another route in step S480, if there is no other route, this routine is terminated without changing the route.

  FIG. 10 is an explanatory diagram showing a change in the temperature of the motor MG2 (temperature integrated value tmadd) estimated based on the road gradient θ of each travel section in the process from the current position of the vehicle to the destination. In the figure, a circle indicates a destination. If the temperature of the motor MG2, the inverter 42, or the battery 50 exceeds a predetermined temperature during the route guidance to the destination by the navigation system 90, the route 1 currently being guided is shown in steps S410 to S460 in FIG. The temperature integrated value tmadd is calculated by extracting and setting the rising temperature Δtm for each traveling section in the extracted route based on the road gradient θ and integrating the temperature sequentially from the current position to the destination. In the example of FIG. 10, since the temperature integrated value tmadd is equal to or greater than the predetermined value tlim in the travel section X of the extracted route 1, a negative determination is made in step S450, and another route 2 is searched in step S480. Similarly, the temperature integrated value tmadd is calculated in order from the current position to the destination. In this route 2, since the temperature integrated value tmadd does not exceed the predetermined value tlim in the process from the current position to the destination, the route guidance is performed by outputting the extracted route 2 in step S470.

  According to the hybrid vehicle 20B of the second embodiment described above, when the temperature of the motor MG2, the inverter 42, and the battery 50 becomes equal to or higher than a predetermined temperature during route guidance by the navigation system 90, the current position Since the route guidance is performed by searching for a route in which the temperature peak of the motor MG2 estimated based on the road gradient θ of each travel section from the vehicle to the destination is less than the predetermined temperature tlim, an excessive temperature rise of the motor MG2 is caused. You can reach your destination while restraining. As a result, the traveling performance of the vehicle to the destination can be ensured.

  In the hybrid vehicle 20B according to the second embodiment, the route from the current position of the vehicle to the destination is searched and guided for a route where the temperature peak of the motor MG2 is less than the predetermined value tlim. A plurality of possible routes may be searched and a route in which the temperature peak of the motor MG2 is minimum among these routes may be guided. In this case, the detour search routine of FIG. 11 may be executed instead of the detour search routine of FIG. Hereinafter, the routine of FIG. 11 will be described, but detailed description of the same processing as in FIG. 8 will be omitted.

  In the detour search routine of FIG. 11, when the detour search determination flag F is determined to be 1 in step S500, the increment counter C is set to 1 and initialized (step S510), and the detour search of FIG. Similar to steps S410 to S440 of the routine, a route is extracted (step S520), and the road gradient θ of the next traveling section is input in order from the current position of the vehicle to the destination using the extracted route (step S520). In step S530, the rising temperature Δtm of the motor MG2 is set based on the inputted road gradient θ (step S540), and the set rising temperature Δtm is integrated to calculate a temperature integrated value tmadd (step S550).

  Subsequently, the temperature integrated value tmadd is compared with the peak temperature tpeak (C) (step S560), and when the temperature integrated value tmadd is larger than the peak temperature tpeak (C), the peak temperature tpeak (C) is updated to the temperature integrated value tmadd. (Step S570). Here, the peak temperature tpeak (C) is set as the maximum value of the temperature integrated value tmadd calculated for each travel section when it is assumed that the vehicle traveled from the current position to the destination on the extracted route. The value 0 is set as the initial value.

  Then, it is determined whether or not there is a next travel section, that is, whether or not processing has been completed for all travel sections from the current position of the vehicle to the destination on the extracted route (step S580). If it is determined that the processing has not been completed for all travel sections, the process returns to step S530. On the other hand, when it is determined that there is no next travel section, that is, it is determined that the processing has been completed for all travel sections, it is determined whether or not the increment counter C is smaller than the value 5 (step S590). When the increment counter C is smaller than the value 5, another route that can reach the destination from the current position of the vehicle is searched similarly to step S480 of the detour search routine of FIG. 8 (step S600). (Step S610), the value of the increment counter C is incremented by 1 (step S620), and the process returns to step S520. Thus, the processing of steps S520 to S620 is repeatedly executed until the value of the increment counter C reaches the value 5, and the temperature peak of the motor MG2 (peak temperature tpeak (C)) is derived for the five paths. When the increment counter C is 5 in step S590 or there is no other path in step S610, the path that has the minimum peak temperature tpeak (C) is output among the paths extracted so far (step S630). This routine ends.

  FIG. 12 is an explanatory diagram showing a change in the temperature of the motor MG2 (temperature integrated value tmadd) estimated based on the road gradient θ of each travel section in the process from the current position of the vehicle to the destination. In the figure, a circle indicates a destination, and a triangle indicates a temperature peak of the motor MG2 in each path. If the temperature of the motor MG2, the inverter 42, and the battery 50 exceeds a predetermined temperature during route guidance by the navigation system 90, the route 1 that can reach the destination in steps S520 to S580 of the routine of FIG. And the temperature integrated value tmadd as the temperature of the motor MG2 for each travel section is calculated based on the road gradient θ of each travel section from the current position to the destination on the extracted route 1, and the peak as the peak is calculated. The temperature tpeak (1) is derived. This process is repeatedly executed by changing the route in step S600 until the number of extracted routes becomes five, and the step as a route for guiding the route having the lowest derived peak temperature tpeak (C) among the extracted routes 1 to 5 is performed. Output in step S630. In the example of FIG. 12, since the peak temperature tpeak (4) of the route 4 is the lowest, the route 4 is output in step S630 and route guidance is performed.

  As described above, in the alternative route search routine of FIG. 11 of the modified example, when the temperature of the motor MG2, the inverter 42, or the battery 50 becomes equal to or higher than a predetermined temperature during the route guidance by the navigation system 90, the destination is Since the route guidance is performed by selecting the route with the minimum temperature peak of the motor MG2 from among the plurality of routes that can reach the destination, the destination can be reached while minimizing the temperature rise of the motor MG2. . As a result, the traveling performance of the vehicle to the destination can be ensured. In this modification, five routes are searched and the route in which the temperature peak of the motor MG2 is minimum is guided among the five routes. However, the number of routes to be searched is limited to five. It may not be a thing but 2-4 types or 6 types or more may be sufficient.

  In the hybrid vehicle 20B of the second embodiment and its modifications, the temperature of the motor MG2 is estimated based on the road gradient θ of each travel section from the current position to the destination, but is not limited to the road gradient θ. The information may be estimated based on any information as long as it relates to the load. For example, in addition to the road gradient θ, the distance of the travel section, traffic jam information, and the like may be considered.

  In the hybrid vehicle 20B of the second embodiment and its modification, the route is guided using the temperature of the motor MG2 in the process from the current position to the destination, but the temperature of the engine 22 is used instead of the temperature of the motor MG2. Alternatively, the temperature of the power distribution and integration mechanism 30 may be used. Further, these may be used in combination.

  In the hybrid vehicles 20 and 20B of each embodiment, the timing at which the navigation system 90 should guide the detour (timing for setting the value 1 in the detour search determination flag F) is determined using the motor temperature tm and the inverter temperature ti. However, as long as it corresponds to the motor temperature tm or the inverter temperature ti, it may be determined using the cooling water temperature of the motor MG2 or the inverter 42, or the temperature of the lubricating oil of the motor MG2 may be determined. It is good also as what judges using.

  In the hybrid vehicles 20 and 20B of each embodiment, the value of the detour search determination flag F is set based on the motor temperature tm, the inverter temperature ti, and the battery temperature tb. Or it is good also as what sets based on two. Instead of or together with these, the temperature of the engine 22 (for example, the temperature of cooling water that cools the engine 22 or the temperature of the lubricating oil that lubricates the engine 22) or the temperature of the power distribution integration mechanism 30 (for example, power distribution integration) The temperature of the lubricating oil that lubricates the mechanism 30) may be used.

  In the hybrid vehicles 20 and 20B of the embodiments and the modifications thereof, the timing at which the detour is guided by the navigation system 90 (the timing at which the detour search determination flag F is set to a value 1) is the motor MG2, the inverter 42, and the battery. 50, the engine 22, the power distribution and integration mechanism 30, etc. are used for the determination. However, if they are related to the thermal load, the output from another element such as the motor MG2 instead of this temperature or in combination with the temperature. Torque, current flowing through the inverter 42, current flowing through the battery 50, torque output from the engine 22, and the like may be used.

  In the hybrid vehicles 20 and 20B of the embodiments, the power of the motor MG2 is shifted 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. The power of MG2 may be connected to an axle (an axle connected to wheels 64a and 64b in FIG. 13) different from an axle to which ring gear shaft 32a is connected (an axle to which driving wheels 63a and 63b are connected).

  In the hybrid vehicles 20 and 20B of the embodiments, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30. FIG. As illustrated in the hybrid vehicle 220 of the modified example, the inner rotor 232 connected to the crankshaft 26 of the engine 22 and the outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b are included. Alternatively, a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power may be provided.

  In each embodiment, the present invention is applied to a hybrid vehicle that can output the power from the internal combustion engine and the power from the electric motor to the drive shaft. However, the present invention is not limited to such a hybrid vehicle, and the vehicle travels only by the power from the internal combustion engine. The present invention can be applied to an automobile, and can also be applied to an ordinary electric vehicle that travels only with power from an electric motor. Further, the present invention can be applied to an automobile provided with an automatic transmission as a power transmission mechanism capable of transmitting power from a power source to an axle in addition to an internal combustion engine or an electric motor as a power source.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 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. FIG. 6 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of a rotating element of the power distribution and integration mechanism 30. It is a flowchart which shows an example of the detour search routine performed by the navigation system 90 of an Example. It is explanatory drawing which shows a mode when route guidance is performed by the navigation system 90. FIG. It is a flowchart which shows an example of the detour search routine performed by the navigation system 90 of 2nd Example. It is explanatory drawing which shows the relationship between road gradient (theta) and rising temperature (DELTA) tm of motor MG2. It is explanatory drawing which shows the mode of the temperature change of motor MG2 estimated based on the road gradient (theta) of each driving | running | working area in the process from a present position to the destination. It is a flowchart which shows an example of the detour search routine performed by the navigation system 90 of a modification. It is explanatory drawing which shows the mode of the temperature change of motor MG2 estimated based on the road gradient (theta) of each driving | running | working area in the process from a present position to the destination. 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, 20B, 120, 220 Hybrid vehicle, 22 engine, 23 temperature sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft , 33 pinion gear, 34 carrier, 35, reduction gear, 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 power line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b drive wheel, 70 hybrid electronic control unit, 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, 90 navigation system, 91 GPS antenna, 93 display, 95 memory Medium, 96 DVD device, 230 rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (16)

An electric vehicle that can be driven by power from an electric motor,
Map information storage means for storing map information including information about roads;
Position detecting means for detecting the current position of the vehicle;
Temperature detecting means for detecting the temperature of an electric drive system including the electric motor;
When the detected temperature of the electric drive system is equal to or higher than a first predetermined temperature, based on the stored map information and the detected current vehicle position so as to suppress an increase in temperature of the electric drive system. An electric vehicle comprising: route guidance means for searching a travel route and performing route guidance. The electric vehicle according to claim 1,
Traveling direction detection means for detecting the traveling direction of the current vehicle;
Based on the stored map information, the detected current position of the vehicle, and the detected traveling direction of the current vehicle, the road on which the vehicle is traveling after a predetermined time and / or a predetermined distance has traveled. Road condition determining means for determining the condition;
With
When the destination is set, the route guidance means searches for a travel route from the detected current vehicle position to the destination under a predetermined condition to perform route guidance, and detects the detected electric drive. Based on the stored map information and the detected current vehicle position when the road state is determined to be a predetermined state by the road state determination means when the system temperature is equal to or higher than the first predetermined temperature. An electric vehicle that is a means for performing route guidance by searching for a detour that bypasses at least the road determined to be in the predetermined state. The electric vehicle according to claim 2,
The information on the road includes information on the road gradient,
The road state determination means is a gradient determination means for determining a road gradient as the road state,
The route guidance means stores the stored map when the gradient determination means determines that the road gradient is equal to or higher than a predetermined gradient when the detected temperature of the electric drive system is equal to or higher than the first predetermined temperature. An electric vehicle that is a means for searching for a detour that bypasses a road that is determined to be at least the predetermined gradient based on information and the detected current vehicle position to provide route guidance.   The electric vehicle according to any one of claims 1 to 3, further comprising power limiting means for limiting power output from the electric motor when a temperature of the electric drive system detected by the temperature detecting means is equal to or higher than a second predetermined temperature.   The electric vehicle according to claim 4, wherein the first predetermined temperature is lower than the second predetermined temperature or substantially the same temperature as the second predetermined temperature. An electric vehicle according to any one of claims 1 to 5,
An internal combustion engine;
Based on the power input / output to / from any two of the three shafts, which are connected to three shafts of a drive shaft and a third rotating shaft mechanically coupled to the output shaft and axle of the internal combustion engine. 3-axis power input / output means for inputting / outputting power to the remaining one shaft;
A rotating shaft electric motor capable of inputting and outputting power to the third rotating shaft;
With
The electric motor is an electric motor for a drive shaft that can input and output power to the drive shaft. An electric vehicle according to any one of claims 1 to 5,
An internal combustion engine;
A first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to a drive shaft mechanically coupled to the axle, and the first rotation by electromagnetic action A counter-rotor motor that relatively rotates the child and the second rotor;
With
The electric motor is an electric motor for a drive shaft that can input and output power to the drive shaft. An electric vehicle that can be driven by power from an electric motor,
Map information storage means for storing map information including information about roads;
Position detecting means for detecting the current position of the vehicle;
Thermal load detecting means for detecting a thermal load of an electric drive system including the electric motor;
When the detected thermal load of the electric drive system is greater than or equal to a first predetermined thermal load, the stored map information and the detected current vehicle position so as to suppress an increase in the thermal load of the electric drive system An electric vehicle comprising: route guidance means for searching a traveling route based on the above and performing route guidance. A vehicle that can be driven by power from a power source,
Map information storage means for storing map information about roads;
Position detecting means for detecting the current position of the vehicle;
Temperature detecting means for detecting the temperature of the power source;
When the detected temperature of the power source is equal to or higher than a third predetermined temperature, the travel path is based on the stored map information and the detected current vehicle position so as to suppress the temperature increase of the power source. A vehicle having route guidance means for searching and guiding the vehicle. An automobile comprising a power source and power transmission means capable of transmitting power from the power source to an axle,
Map information storage means for storing map information about roads;
Position detecting means for detecting the current position of the vehicle;
Temperature detecting means for detecting the temperature of the power transmission means;
When the detected temperature of the power transmission means is equal to or higher than a fourth predetermined temperature, based on the stored map information and the detected current vehicle position so as to suppress the temperature increase of the power transmission means. An automobile comprising route guidance means for searching and guiding a travel route.   The route guidance means, when a destination is set, performs a route guidance by searching a travel route from the detected current vehicle position to the destination based on the map information under a predetermined condition, During the route guidance, when the detected temperature of the power source becomes equal to or higher than the third predetermined temperature, or the detected temperature of the power transmission means becomes equal to or higher than the fourth predetermined temperature. The temperature increase of the power source or the power transmission means is suppressed in the travel path that can reach the destination based on the load relation information related to the load of the power source or the power transmission means in the map information. 11. The automobile according to claim 9 or 10, which is means for searching for a possible travel route and performing route guidance.   The automobile according to claim 11, wherein the load relation information is information including a road gradient.   The route guidance means is configured to detect when the detected temperature of the power source is equal to or higher than the third predetermined temperature during the route guidance or when the detected temperature of the power transmission means is the first temperature. 4 When the temperature exceeds a predetermined temperature, the temperature peak of the power source or the power transmission means estimated based on the information including the road gradient in the travel path that can reach the destination is less than the allowable temperature. 13. The automobile according to claim 12, which is means for searching for a travel route and performing route guidance.   The route guidance means is configured to detect when the detected temperature of the power source becomes equal to or higher than the third predetermined temperature during the route guidance or when the detected temperature of the power transmission means is the fourth temperature. When the temperature is equal to or higher than a predetermined temperature, a plurality of travel routes that can reach the destination are searched based on the map information, and are estimated based on information including the road gradient among the plurality of searched travel routes. 13. The vehicle according to claim 12, wherein the vehicle is a route guidance unit using a traveling road having a minimum temperature peak of the power source or the power transmission unit. A vehicle that can be driven by power from a power source,
Map information storage means for storing map information about roads;
Position detecting means for detecting the current position of the vehicle;
Thermal load detecting means for detecting the thermal load of the power source;
When the detected heat load of the power source is equal to or greater than a second predetermined heat load, the stored map information and the detected current vehicle position are controlled so that the increase of the heat load of the power source is suppressed. A vehicle comprising: route guidance means for searching and guiding a travel route based on the vehicle. An automobile comprising a power source and power transmission means capable of transmitting power from the power source to an axle,
Map information storage means for storing map information about roads;
Position detecting means for detecting the current position of the vehicle;
Thermal load detection means for detecting the thermal load of the power transmission means;
When the detected thermal load of the power transmission means is greater than or equal to a third predetermined thermal load, the stored map information and the detected current vehicle position so as to suppress an increase in the thermal load of the power transmission means And a route guidance means for searching and guiding a travel route based on the vehicle.

Images