JP5282758B2 - Charge control system - Google Patents

Description

  The present invention relates to a charge control system.

  Conventionally, a technique for charging a battery (power storage device) by regenerative braking is known. For example, Patent Document 1 discloses that when the battery charge amount is below a predetermined value, the lockup clutch is disengaged during regenerative braking by the motor generator, and when the battery charge amount exceeds a predetermined value, the battery Technology for a control device for a vehicle drive device that at least adjusts the engagement state of a lock-up clutch is disclosed so that a vehicle deceleration equal to the vehicle deceleration due to regenerative braking when the amount of stored power is equal to or less than a predetermined value is disclosed. ing.

JP 2000-118246 A

  Charging to the power storage device may be restricted during regenerative power generation. In such a case, sufficient studies have not been made to effectively use the kinetic energy of the vehicle. It is desired that the kinetic energy of the vehicle can be used effectively when charging of the power storage device is restricted.

  An object of the present invention is to provide a charge control system that can effectively use kinetic energy of a vehicle when charging of a power storage device is restricted.

  The charge control system of the present invention includes a first electric motor coupled to a rotating shaft of an engine, a fluid power transmission mechanism that transmits power via a working fluid, the engine and the fluid power transmission mechanism via the fluid power transmission mechanism. A second electric motor connected to the first electric motor and capable of transmitting power to the driving wheels of the vehicle and capable of outputting electric power by regenerative power generation when the vehicle is running, and charged by electric power output from the second electric motor A power storage device, and when charging to the power storage device is restricted at the time of the regenerative power generation, or when it is predicted that charging to the power storage device is restricted, and the first electric motor, or When at least one of the transmissions sharing the lubricating oil with the first motor needs to be warmed up, the electric power output from the second motor is consumed by operating the first motor. And wherein the Rukoto.

  The charging control system further includes a transmission control device that controls a degree of power transmission in the fluid type power transmission mechanism, and the transmission control device includes the transmission degree of the power before consuming the electric power. It is preferable to reduce the degree of transmission of the power when consuming electric power.

  The charging control system further includes a transmission control device that controls a degree of power transmission in the fluid power transmission mechanism, and the power consumption of the first motor when the power is consumed is a temperature of the first motor. Alternatively, the transmission control device controls the degree of transmission of the power so as to suppress a change in the deceleration of the vehicle due to a change in the power consumption. It is preferable to do.

  The charging control system according to the present invention is a case where charging to the power storage device is restricted at the time of regenerative power generation, or a case where it is predicted that charging to the power storage device is restricted, and the first motor or the first When it is necessary to warm up at least one of the transmissions that share the lubricating oil with one electric motor, the electric power output from the second electric motor is consumed by operating the first electric motor. The heat generated by the operation of the first electric motor promotes the warm-up of the device that needs to be warmed up. According to the charging control system of the present invention, there is an effect that the kinetic energy of the vehicle can be effectively used when charging to the power storage device is restricted.

FIG. 1 is a flowchart illustrating the operation of the charge control system according to the embodiment. FIG. 2 is a skeleton diagram illustrating the power transmission device according to the embodiment. FIG. 3 is a diagram showing an operation engagement table of the power transmission device. FIG. 4 is an input / output relationship diagram of the ECU. FIG. 5 is a shift diagram of the power transmission device according to the embodiment. FIG. 6 is a diagram illustrating the shift operation device. FIG. 7 is a diagram showing the relationship between the brake slip ratio and the reverse drive capacity coefficient. FIG. 8 is a diagram showing the relationship between the ratio Ne / Nt and the torque ratio during reverse driving. FIG. 9 is a diagram showing the relationship between the ratio Ne / Nt and the capacity coefficient during reverse driving. FIG. 10 is a time chart of charge control of the embodiment. FIG. 11 is a diagram illustrating the relationship between the temperature of the first electric motor, the ATF temperature, and the amount of electric path.

  Hereinafter, an embodiment of a charge control system according to the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

(Embodiment)
The embodiment will be described with reference to FIGS. 1 to 10. The present embodiment relates to a charge control system. FIG. 1 is a flowchart showing the operation of the charge control system according to the embodiment of the present invention, and FIG. 2 is a skeleton diagram showing the power transmission device according to the embodiment.

  The charging control system 1-1 of the present embodiment includes a first electric motor (see reference numeral 40 in FIG. 2) connected to an internal combustion engine (see reference numeral 10 in FIG. 2), and a fluid coupling (in FIG. 2). Power transmission device having a second electric motor (see reference numeral 50 in FIG. 2) connected through the second electric motor 50, when the temperature of the first electric motor 40 is low. Is consumed by the first electric motor 40 to raise the temperature of the first electric motor 40. Thereby, warming-up of the 1st electric motor 40 is promoted, the efficiency of the 1st electric motor 40 can be improved at an early stage, and a fuel consumption can be improved. According to the charge control system 1-1 of the present embodiment, even when the battery (see reference numeral 70 in FIG. 2) is fully charged and the regenerative power cannot be charged in the battery 70, the deceleration energy can be effectively used. .

  In FIG. 2, the code | symbol 1 shows the power transmission device of a hybrid vehicle (not shown). The power transmission device 1 transmits the output of the engine (engine) 10, the first electric motor (MG1) 40, and the second electric motor (MG2) 50 as power sources to driving wheels (not shown) of the hybrid vehicle. Since the power transmission device 1 is configured symmetrically with respect to its axis, the lower side of the power transmission device 1 is omitted in FIG.

  The power transmission device 1 includes a case 1 </ b> A, a first transmission unit (transmission device) 20, a second transmission unit (transmission device) 30, an input shaft 11, and an output shaft 12 that are arranged coaxially in the case 1 </ b> A. A crankshaft 10 </ b> A that is an output shaft of the engine 10 is connected to the input shaft 11 via a torque converter 60.

  The torque converter 60 is a fluid coupling and includes a pump impeller 61, a turbine runner 62, a stator 63, and a lockup clutch 64. The pump impeller 61 is connected to the crankshaft 10A and rotates integrally with the crankshaft 10A. The turbine runner 62 is connected to the input shaft 11 and rotates integrally with the input shaft 11. The pump impeller 61 and the turbine runner 62 can transmit torque to each other via the working fluid by relative rotation. That is, the torque converter 60 is a fluid type power transmission mechanism that transmits power through the working fluid. The stator 63 is rotatably arranged between the pump impeller 61 and the turbine runner 62, and can amplify torque transmitted between the pump impeller 61 and the turbine runner 62.

  A brake Bs is provided between the stator 63 and the case 1A. The brake Bs is of a friction engagement type that is operated by, for example, a hydraulic actuator. The brake Bs is in a state in which the rotation of the stator 63 is disabled in a fully engaged state (hereinafter referred to as “stator lock state”), and half-engaged. It is possible to selectively realize a state in which the rotation of the stator 63 is allowed in the state (hereinafter referred to as “status lip state”) and a state in which the rotation of the stator 63 is not restricted in the released state. The switching of these states and the slip ratio in the status lip state are controlled by the operating hydraulic pressure supplied to the hydraulic actuator.

  The lockup clutch 64 is provided between the crankshaft 10 </ b> A and the turbine runner 62. The lockup clutch 64 can selectively realize a fully engaged state, a semi-engaged state, and a released state. When the lock-up clutch 64 is released, the torque converter 60 functions as a fluid coupling that transmits torque by the working fluid. On the other hand, when the lockup clutch 64 is fully engaged, the torque converter 60 transmits torque directly between the crankshaft 10 </ b> A and the turbine runner 62 without passing through the working fluid. In the half-engaged state of the lock-up clutch 64, the torque converter 60 performs mechanical torque transmission via the lock-up clutch 64 and torque transmission via the working fluid. The lockup clutch 64 can arbitrarily control the degree of torque transmission (degree of engagement) in the half-engaged state.

  The first transmission unit 20 includes a double pinion type first planetary gear unit 21. The first planetary gear device 21 has a first sun gear S1, first pinion gears P1, P1, a first carrier CA1, and a first ring gear R1. The first carrier CA1 supports the first pinion gears P1 and P1 so that they can rotate and revolve.

  The second transmission unit 30 includes a double pinion type second planetary gear unit 31. The second planetary gear device 31 includes a second sun gear S2, a second pinion gear P2, a second carrier CA2, and a second ring gear R2. The second pinion gear P2 has an inner second pinion gear P21 arranged on the inner side in the radial direction and an outer second pinion gear P22 arranged on the outer side in the radial direction. The second carrier CA2 supports the inner second pinion gear P21 and the outer second pinion gear P22 such that they can rotate and revolve. The second sun gear S2 includes second sun gears S21 and S22 that can rotate independently of each other. The second sun gear S21 meshes with the outer second pinion gear P22, and the second sun gear S22 meshes with the inner second pinion gear P21.

  The first sun gear S1 of the first planetary gear device 21 is fixed to the case 1A. The first carrier CA1 is connected to the input shaft 11 and is selectively connected to the second sun gear S21 via the fourth clutch C4. The first ring gear R1 is selectively connected to the second sun gear S22 via the first clutch C1, and is selectively connected to the second sun gear S21 via the third clutch C3.

  The second sun gear S21 of the second planetary gear unit 31 is selectively connected to the case 1A via the first brake B1. The second carrier CA2 is selectively connected to the input shaft 11 via the second clutch C2 and is selectively connected to the case 1A via the second brake B2. The second ring gear R2 is connected to drive wheels (not shown) via the output shaft 12.

  FIG. 3 is a diagram showing an operation engagement table of the power transmission device 1 of the present embodiment. The power transmission device 1 configured as described above includes a first clutch C1, a second clutch C2, a third clutch C3, a fourth clutch C4, a first brake B1, and an operation engagement table shown in FIG. By selectively engaging the second brake B2, the first to eighth gears and the reverse gears (R1, R2) are selectively established.

  The first electric motor 40 includes a stator 41 fixed to the case 1A, and a rotor 42 that is connected to the crankshaft 10A and rotates integrally with the crankshaft 10A. The second electric motor 50 includes a stator 51 fixed to the case 1 </ b> A and a rotor 52 that is connected to the input shaft 11 and rotates integrally with the input shaft 11. The second electric motor 50 is connected to the engine 10 and the first electric motor 40 via the torque converter 60. The first electric motor 40 and the second electric motor 50 are each connected to a battery 70 via an inverter 71. The inverter 71 controls transmission / reception of power between the connected devices. The inverter 71 can control charging / discharging of the battery 70 by transferring power between the first electric motor 40 or the second electric motor 50 and the battery 70, and between the first electric motor 40 and the second electric motor 50. You can also send and receive power.

  The first electric motor 40 and the second electric motor 50 are motor generators having a function as a motor (power source) and a function as a generator. The first electric motor 40 shares the lubricating oil (ATF) with the first transmission unit 20 and the second transmission unit 30. That is, the lubricating oil of the same lubricating system is supplied to the first electric motor 40, the first transmission unit 20, and the second transmission unit 30.

  The first electric motor 40 can rotate the crankshaft 10 </ b> A by torque output by converting electric power from the battery 70. For example, the first electric motor 40 rotationally drives the crankshaft 10 </ b> A when the engine 10 is started. Further, the first electric motor 40 can generate electric power with torque transmitted from the crankshaft 10 </ b> A and charge the battery 70. For example, the first electric motor 40 generates electric power with the output torque of the engine 10 when the engine 10 is operated.

  The second electric motor 50 can rotate the input shaft 11 by torque output by converting electric power from the battery 70. The output torque of the second electric motor 50 is transmitted from the output shaft 12 to the drive wheels via the first transmission unit 20 and the second transmission unit 30. The second electric motor 50 can drive the vehicle by the output torque. The vehicle according to the present embodiment can travel with either the output torque of the engine 10 or the output torque of the second electric motor 50. However, the present invention is not limited to this, and it may be a vehicle that can travel by outputting torque to both the engine 10 and the second electric motor 50. Further, the second electric motor 50 can generate electricity by charging the battery 70 by rotating the rotor 52 by the torque transmitted to the input shaft 11. The second electric motor 50 can generate regenerative deceleration by executing regenerative power generation when the vehicle decelerates, for example. In regenerative power generation, the rotor 52 is rotated by torque transmitted from the drive wheels, and power is generated by the second electric motor 50. That is, in regenerative power generation, the second electric motor 50 converts the kinetic energy of the vehicle into electric energy and outputs electric power.

  The vehicle is provided with an ECU 100 having a function as a control device for controlling the power transmission device 1. The ECU 100 performs signal processing according to a program stored in advance, thereby controlling the driving of the engine 10, driving control of the first electric motor 40 and the second electric motor 50, shifting control of the first transmission unit 20 and the second transmission unit 30, Control of the inverter 71 for charging / discharging of the battery 70 is performed.

  FIG. 4 is an input / output relationship diagram of the ECU 100. ECU 100 receives signals from various sensors and switches shown in FIG. For example, the ECU 100 includes a signal indicating a shift position of the shift operation device 80 described later, a signal indicating the engine rotational speed Ne, a signal indicating the rotational speed of the first electric motor MG1, a signal indicating the rotational speed of the second electric motor MG2, M (EV traveling) mode command signal, vehicle speed signal corresponding to the rotational speed of the output shaft 12, AT oil temperature signal indicating the operating oil temperature of the first transmission unit 20 and the second transmission unit 30, the first electric motor 40 and the first An MG temperature signal indicating the temperature of the two electric motors 50, a signal indicating the state of charge SOC from the SOC sensor that detects the state of charge of the battery 70, an accelerator opening signal indicating the amount of operation of the accelerator pedal, and the like are input.

  Further, from the ECU 100, a signal that commands the throttle opening and ignition timing of the engine 10, a command signal that commands the operation of the inverter 71, a command signal that commands the operation of the first motor 40 and the second motor 50, the first shift AT solenoid signal for actuating a solenoid valve (not shown) that controls the hydraulic actuator of the hydraulic friction engagement element of the unit 20 and the second transmission unit 30, and AT lockup commanding the engagement state of the lockup clutch 64 of the torque converter 60 A control solenoid signal and a signal indicating the slip ratio (engagement state) of the brake Bs are output. The charge control system 1-1 of the present embodiment includes a first electric motor 40, a second electric motor 50, a torque converter 60, a battery 70, a brake Bs, and an ECU 100.

  FIG. 5 is a shift diagram of the power transmission device 1 according to the embodiment. In FIG. 5, the horizontal axis represents the vehicle speed, and the vertical axis represents the output torque of the power transmission device 1. As shown in FIG. 5, seven shift lines from the first speed gear stage to the eighth speed gear stage are set in the shift diagram of the power transmission device 1 for each of the upshift and the downshift. Moreover, the area | region within a thick line shows a motor driving | running | working area | region. In the motor travel region, motor travel is performed at normal times, for example, when the SOC of the battery 70 is sufficiently high. Even in the motor travel region, engine travel is performed when motor travel is not possible. In the motor travel region, the shift line differs between when the motor travels and when the engine travels. This is because when the engine is running, it is more efficient to operate the engine 10 in a relatively low rotation and high load region, while when the motor is running, the second electric motor 50 is operated in a relatively high rotation and low load region. It is because it is more advantageous to operate.

  FIG. 6 is a diagram illustrating the shift operation device. The shift operation device 80 includes, for example, a shift lever 81 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions. The shift lever 81 can be manually operated to any one of P (parking), R (reverse), N (neutral), D (drive), and M (manual) positions. In the “M” position, by operating to the upshift position “+” or the downshift position “−”, the shift speed on the highest speed side is switched to a plurality of different ranges. In the “M” position, gear position hold may be performed instead of range switching. The shift lever 81 may be regarded as a deceleration operation device. For example, an operation to the upshift position “+” or the downshift position “−” of the shift lever 81 may be regarded as indicating the required amount of deceleration.

  The ECU 100 appropriately performs regenerative control when traveling with the accelerator off. In the regenerative control, the ECU 100 stops the supply of fuel to the engine 10 to stop the operation of the engine 10, and the second electric motor 50 converts the traveling energy of the vehicle into electric energy to output electric power. The electric power output from the second electric motor 50 is charged into the battery 70 via the inverter 71. In the regeneration control, the lock-up clutch 64 of the torque converter 60 is released, and the brake Bs for the stator 63 is controlled to a predetermined slip ratio. Thereby, the torque transmitted from the driving wheel (not shown) to the input shaft 11 via the output shaft 12, the first transmission unit 20 and the second transmission unit 30 rotates the rotor 52 of the second electric motor 50. Further, the torque transmitted to the input shaft 11 is transmitted to the crankshaft 10 </ b> A via the working fluid in the torque converter 60.

  As will be described below with reference to FIGS. 7 to 9, the torque converter 60 has its transmission characteristic changed depending on the slip ratio of the stator 63 (brake Bs). FIG. 7 is a diagram showing the relationship between the slip ratio of the brake Bs and the capacity coefficient of the torque converter 60 during reverse driving. Here, the reverse drive is a state in which torque is transmitted in the torque converter 60 with the input shaft 11 as the driving side and the crankshaft 10A as the driven side. For example, during regenerative power generation in which power is generated by the second electric motor 50 during deceleration, the turbine runner 62 is rotated by torque transmitted from the drive wheels via the input shaft 11, and this rotation is transmitted via the working fluid to be pumped. It will be in the reverse drive state in which the impeller 61 rotates. On the other hand, when the engine is running, the pump impeller 61 is rotated by the output torque of the engine 10, and this rotation is transmitted through the working fluid to rotate the turbine runner 62. That is, in the torque converter 60, the crankshaft 10A is on the driving side, and the input shaft 11 is on the driven side, so that a torque is transmitted.

  As shown in FIG. 7, it can be seen that when the slip ratio of the brake Bs increases (decreases), the reverse drive capacity coefficient of the torque converter 60 increases (decreases). For example, when the slip ratio of the brake Bs decreases, the stator 63 becomes difficult to rotate freely, the flow of hydraulic oil in the torque converter 60 is obstructed, and the capacity coefficient during reverse driving of the torque converter 60 becomes small. Conversely, when the slip ratio of the brake Bs increases, the capacity coefficient during reverse driving of the torque converter 60 increases. It can also be seen that the capacity coefficient of the torque converter 60 can be controlled continuously by controlling the slip ratio of the brake Bs. That is, the brake Bs functions as a transmission control device that controls the degree of power transmission in the torque converter 60.

  FIG. 8 is a diagram showing the relationship between the ratio Ne / Nt and the torque ratio when the torque converter 60 is driven in reverse. FIG. 9 is a diagram showing the relationship between the ratio Ne / Nt and the capacity coefficient when the torque converter 60 is reversely driven. In these figures, the ratio Ne / Nt is the ratio between the engine speed Ne and the turbine speed Nt. The torque ratio of the torque converter 60 is the ratio of the torque of the turbine runner 62 and the torque of the pump impeller 61.

  In the power transmission device 1, the brake Bs is set to the engaged state (fully engaged state) when the torque converter 60 is driven forward (when the driving force is transmitted from the pump impeller 61 to the turbine runner 62). Is done. Then, the stator 63 is fixed, and the torque amplification function of the torque converter 60 is ensured as usual.

  On the other hand, when the torque converter 60 is reversely driven (when driving force is transmitted from the turbine runner 62 toward the pump impeller 61), the reverse drive capacity of the torque converter 60 is controlled by controlling the slip ratio of the brake Bs. The coefficient can be continuously controlled (see FIG. 7). At this time, when the slip ratio of the brake Bs is set small and the stator 63 is brought close to the engaged state (locked state), the torque ratio of the torque converter 60 approaches 1.0 (see arrow Y1 in FIG. 8). The capacity coefficient at the time of reverse driving of the torque converter 60 decreases (see arrow Y2 in FIG. 9). In such a state, for example, even if the reverse driving torque from the driving wheel acts on the engine 10 during coast driving of the vehicle (when the accelerator is off coasting), the friction torque of the engine 10 is stronger. Does not rotate. Thereby, the drag torque (rotational resistance) of the engine 10 is reduced, and the regenerative amount of the second electric motor 50 can be increased correspondingly.

  In this embodiment, a wet hydraulic brake Bs that is a friction engagement element is employed as a rotation restricting means for restricting the rotation of the stator 63. However, the present invention is not limited to this, and an electromagnetic clutch, for example, may be employed as the rotation restricting means.

  Here, charging to the battery 70 may be restricted during regenerative power generation by the second electric motor 50. For example, this is a case where the state of charge (SOC) of the battery 70 increases and reaches the upper limit of the state of charge that is allowed to be charged. Conventionally, regeneration is sometimes stopped when charging to the battery 70 is restricted. When the regeneration is stopped, the regenerative braking force is not generated, and there is a problem that the deceleration changes. On the other hand, when the regeneration is stopped, it is conceivable to increase the capacity coefficient of the torque converter 60 and restore the drag torque of the engine 10 to suppress the change in deceleration. However, in this method, the kinetic energy of the vehicle escapes as the heat of the engine 10, and the kinetic energy of the vehicle cannot be effectively used.

  In the charge control system 1-1 of the present embodiment, when the charging of the battery 70 is restricted due to full charge during regenerative power generation, the power transmission device 1 needs to be warmed up (for example, the first motor 40 is warmed up). Sometimes, by operating the first electric motor 40, the electric power generated by the second electric motor 50 and output from the second electric motor 50 is consumed. Electric power is supplied to the first electric motor 40, and the electric power generated by the second electric motor 50 is consumed by the first electric motor 40 performing work for rotating the engine 10. Thereby, even if the battery 70 is fully charged, it is possible to continuously generate power without stopping the regenerative power generation. Therefore, it is possible to prevent the deceleration from changing due to the stop of the regeneration. Further, the warm-up of the first electric motor 40 can be promoted by effectively using the kinetic energy of the vehicle. The efficiency of the first electric motor 40 is improved early due to warm-up, so that fuel efficiency can be improved.

  With reference to FIG. 1, the flow of charge control of this embodiment will be described. FIG. 10 is a diagram illustrating an example of a time chart when the charging control according to the present embodiment is performed. FIG. 10 shows the case where it is determined that warm-up is necessary (solid line) and the case where it is determined that warm-up is not necessary for the case where the fully charged state is determined during regenerative travel with the shift position at the D position. Each operation (broken line) is shown. In FIG. 10, the second gear (2nd) is selected based on the running state. Thereby, the hydraulic pressure PB1 of the first brake B1 is turned on (engaged state).

  Referring to FIG. 1, first, at step S10, ECU 100 determines whether or not the battery is fully charged during regenerative traveling at the D position. ECU 100 performs the determination in step S10 based on the comparison result between the acquired current state of charge SOC and a predetermined threshold value St1. The threshold value St1 is determined based on the upper limit of the state of charge SOC that allows the battery 70 to be charged. When the current state of charge SOC has reached the threshold value St1, it is determined that the battery 70 is fully charged, and charging to the battery 70 is restricted. In FIG. 10, the state of charge SOC gradually increases toward time t1, and full charge determination is made at time t1. As a result of the determination in step S10, if it is determined that the battery is fully charged (step S10-Y), the process proceeds to step S20. If not (step S10-N), the control flow returns.

  In step S20, the ECU 100 determines whether warm-up is necessary. For example, the ECU 100 performs the determination in step S20 based on the temperature information of the first electric motor 40. If the detected temperature of the first electric motor 40 is equal to or lower than a predetermined temperature, an affirmative determination is made in step S20. The ECU 100 may perform the determination in step S20 based on the temperature information of the lubricating oil (ATF) of the power transmission device 1 instead of or in addition to the temperature information of the first electric motor 40. Since the first electric motor 40 is in contact with the ATF, when the first electric motor 40 operates, the temperature of the ATF also increases due to the heat generated in the first electric motor 40. That is, when the first transmission unit 20 and the second transmission unit 30 that are transmissions need to be warmed up, the first electric motor 40 is operated to increase the oil temperature of the ATF, and the transmission (the first transmission unit 20 The warm-up of the second transmission unit 30) is promoted. As a result, transmission drag is reduced and fuel consumption can be improved. As a result of the determination in step S20, if it is determined that warm-up is necessary (step S20-Y), the process proceeds to step S30. If not (step S20-N), the process proceeds to step S50.

  In step S <b> 30, the ECU 100 executes a reduction in the reverse drive capacity coefficient of the torque converter 60. The ECU 100 reduces the slip ratio of the brake Bs or completely engages the brake Bs to reduce the reverse drive capacity coefficient. In FIG. 10, at the time t1, the clutch hydraulic pressure of the brake Bs is increased and the slip ratio is decreased. That is, the brake Bs lowers the degree of power transmission in the torque converter 60 when consuming electric power than the degree of power transmission in the torque converter 60 before consuming electric power in the first electric motor 40.

  As a result, the drag (load) of the engine 10 decreases as viewed from the drive wheels. As a result, the second motor 50 can generate as much power as possible while the deceleration is constant, and the power can be sent to the first motor 40. That is, the flow of mechanical energy through the torque converter 60 can be reduced, the electrical path from the second motor 50 to the first motor 40 can be increased, and warm-up can be promoted. Due to the reduction in the reverse drive capacity coefficient, the drag of the engine 10 is lower, so that the engine 10 is not rotating than when the reverse drive capacity coefficient is not reduced. Therefore, the first electric motor 40 can do more work and consume power. That is, it is not necessary to increase the engine speed in order to work with the first electric motor 40. When step S30 is executed, the process proceeds to step S40.

  In step S40, the ECU 100 supplies power from the second motor 50 to the first motor 40. The ECU 100 outputs a command to the inverter 71 so that the electric power generated by the second electric motor 50 is supplied to the first electric motor 40 via the inverter 71. In addition, the ECU 100 operates the first electric motor 40 as a motor to rotate the engine 10. Thereby, charging to the battery 70 is suppressed, and electric power is consumed by the first electric motor 40. In FIG. 10, at time t1, the output torque (MG1 torque) and the rotation speed (MG1 rotation speed) of the first electric motor 40 are increased. Further, the rotational speed of the engine 10 is increased by the output torque of the first electric motor 40. Since the electric power output from the second electric motor 50 is consumed by the first electric motor 40, an increase in the state of charge SOC after the time t1 is suppressed. Since the first electric motor 40 works to rotate the engine 10, the first electric motor 40 generates heat by the loss and promotes its own warm-up. Further, the temperature of ATF in contact with MG1 also rises, and warming up of power transmission device 1 is promoted. When step S40 is executed, the control flow returns.

  When a negative determination is made in step S20 and the process proceeds to step S50, the ECU 100 executes an increase in the reverse drive capacity coefficient of the torque converter 60 in step S50. The ECU 100 increases the slip coefficient of the brake Bs or increases the reverse drive capacity coefficient by completely releasing the brake Bs. As a result, the torque transmitted from the input shaft 11 to the crankshaft 10A increases, and the engine speed increases. For example, when the engine speed has been zero until then, the engine 10 starts rotating, and the engine drag increases. Therefore, the fluctuation | variation of the deceleration accompanying the cancellation of regeneration in the 2nd electric motor 50 is suppressed. In FIG. 10, a command for releasing the brake Bs is output at time t1, and then the clutch hydraulic pressure of the brake Bs decreases to zero. As a result, the capacity coefficient during reverse driving increases and the engine speed increases. When step S50 is executed, the process proceeds to step S60.

  In step S <b> 60, the ECU 100 stops the control for turning the power generated by the second electric motor 50 to the first electric motor 40. ECU 100 stops the supply of electric power from second electric motor 50 to first electric motor 40 in inverter 71. When warming up by the heat generated by the operation of the first electric motor 40 is not necessary, priority is given to energy consumption by mechanical connection in consideration of the durability of the electrical components. When step S60 is executed, the control flow returns.

  Thus, according to the charge control system 1-1 of this embodiment, when the charging to the battery 70 is restricted, the regenerative power generation is continued and the generated electric power is consumed so that the first electric motor 40 and the transmission are transmitted. By warming up the vehicle, the kinetic energy of the vehicle can be used effectively. By interposing the torque converter 60 between the first electric motor 40 and the engine 10 and the second electric motor 50, it becomes easy to cause the first electric motor 40 to work while performing regenerative power generation by the second electric motor 50. Furthermore, since the capacity coefficient during reverse drive of the torque converter 60 can be adjusted by the brake Bs, the amount of power generated during regenerative power generation can be made variable without causing torque fluctuations, or when the first electric motor 40 can be operated. The load can be made variable.

  Further, the power transmission device 1 consumes the electric power generated by the second electric motor 50 by the first electric motor 40 and secures the regeneration deceleration, and the rotation of the stator 63 of the torque converter 60. The second operation mode (S50, S60) that secures regeneration deceleration by restricting the flow of the working fluid and restricting the flow of the working fluid is provided. The power transmission device 1 operates in the first mode when the charging of the battery 70 is restricted, and in the second mode otherwise, the regeneration deceleration can be ensured regardless of the state of charge SOC of the battery 70. It becomes possible.

  In the present embodiment, the case where the fluid power transmission mechanism that connects the engine 10 and the first electric motor 40 and the second electric motor 50 is the torque converter 60 has been described as an example. Other fluid type power transmission mechanisms that transmit power via the power supply may be used.

  In the present embodiment, when it is determined that the battery 70 is fully charged (step S10-Y), the process proceeds to determining whether the first motor 40 needs to be warmed up. Instead, the battery 70 is fully charged in the future. When it is predicted that the warm-up will occur, the process may proceed to determine whether warm-up is necessary. That is, when it is predicted that charging to the battery 70 is restricted and the first motor 40 or the like needs to be warmed up, the first motor 40 is operated and the electric power output from the second motor 50 is consumed. You may do it.

  The warm-up target warmed up by the heat generated by the operation of the first motor 40 is not limited to the first motor 40 itself and the ATF. Other elements of the power transmission device 1 may be warmed up by heat generated by the first electric motor 40.

(Modification of the embodiment)
A modification of the embodiment will be described with reference to FIG. In the present modification, the difference from the above embodiment is that the amount of electric path is variable according to the temperature of the first electric motor 40 and the temperature of the ATF. The temperature of the first motor 40 and the temperature of the ATF are parameters indicating the necessity of warming up. Here, the electric path amount is the electric power that is sent to the first electric motor 40 among the electric power generated by the second electric motor 50. In other words, the electric path amount is the power consumption of the first motor 40 when the first motor 40 is operated and the power output from the second motor 50 is consumed.

  FIG. 11 is a diagram showing the relationship between the temperature of the first electric motor 40 and the temperature of the ATF and the amount of electric path. In the present modification, the charging control system 1-1 increases the amount of electric paths as the respective temperatures are lower, and increases the amount of heat generated by the first electric motor 40. Thereby, when the necessity for warm-up is high, the degree of promoting warm-up can be increased. When only one of the first electric motor 40 and the transmission needs to be warmed up, the electric path amount may be determined based on the temperature of the device that needs to be warmed up. For example, if only the first transmission unit 20 or the second transmission unit 30 needs to be warmed up, the electric path amount may be determined based on the ATF temperature. When both the first electric motor 40 and the transmission need to be warmed up, the electric path amount may be determined based on both the temperature of the first electric motor 40 and the temperature of the ATF, and based on one of the temperatures. The electric path amount may be determined.

  Furthermore, when the necessity for warm-up is high, the first electric motor 40 may be operated by selecting an operating point with low efficiency within a range in which the rotation speed is allowed. In this way, the amount of heat generated by the first electric motor 40 can be increased.

  When the electric path amount is variable, the reverse drive capacity coefficient of the torque converter 60 may be adjusted so that the deceleration of the vehicle is constant regardless of the electric path amount. For example, if the amount of power generated by the second electric motor 50 is reduced by reducing the amount of electric path, the reverse drive capacity coefficient of the torque converter 60 is increased and the drag of the engine 10 is increased. It can be constant. In other words, when the amount of power that can be generated by the second motor 50 without changing the state of charge SOC of the battery 70 changes due to a change in power consumption in the first motor 40, the deceleration due to the change in the amount of power generated The reverse drive capacity coefficient may be controlled so that the change of the above is suppressed.

  As described above, the charge control system according to the present invention is useful for charge control of a power transmission device in which an engine, a first motor, and a second motor are connected via a fluid-type power transmission mechanism. Suitable for effective use of vehicle kinetic energy at times.

1-1 Charging control system 1 Power transmission device 10 Engine 10A Crankshaft 11 Input shaft 12 Output shaft 20 First transmission unit 30 Second transmission unit 40 First motor 50 Second motor 60 Torque converter 63 Stator 70 Battery 71 Inverter 100 ECU
Bs brake

Claims (3)

A first electric motor coupled to the rotating shaft of the engine;
A fluid power transmission mechanism for transmitting power via a working fluid;
A second electric motor connected to the engine and the first electric motor via the fluid power transmission mechanism and capable of transmitting power to the driving wheels of the vehicle and capable of outputting electric power by regenerative power generation when the vehicle is running;
A power storage device charged with electric power output from the second electric motor,
When charging to the power storage device is restricted at the time of the regenerative power generation, or when charging to the power storage device is predicted to be restricted, and the first motor or the first motor is lubricated When at least one of the transmissions sharing the oil needs to be warmed up, the electric power output from the second electric motor is consumed by operating the first electric motor. And a transmission control device for controlling the degree of power transmission in the fluid power transmission mechanism.
The charge control system according to claim 1, wherein the transmission control device lowers a transmission degree of the power when the power is consumed rather than a transmission degree of the power before the electric power is consumed. And a transmission control device for controlling the degree of power transmission in the fluid power transmission mechanism.
The power consumption of the first electric motor when consuming the electric power is variable according to at least one of the temperature of the first electric motor or the temperature of the lubricating oil,
The charge control system according to claim 1, wherein the transmission control device controls a degree of transmission of the power so as to suppress a change in deceleration of the vehicle due to a change in the power consumption.

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