JP7024456B2 - Hybrid car - Google Patents

Description

The present invention relates to a hybrid vehicle, in particular, an engine and a first motor capable of outputting driving force to one of front wheels and rear wheels, and a second motor capable of outputting driving force to the other wheel. Regarding hybrid vehicles to be equipped.

Conventionally, this type of hybrid vehicle is equipped with an engine that outputs driving force to the front wheels, a motor that outputs driving force to the front wheels, and a battery that exchanges power with the motor, and is equipped with a CD (Charge Depleting) mode and CS (Charge Depleting) mode. A device that switches between the Charge Sustaining mode and traveling is proposed (see, for example, Patent Document 1). In this hybrid vehicle, the allowable discharge power of the battery is expanded in the CD mode as compared with the CS mode.

Japanese Patent No. 5848283

By the way, a four-wheel drive hybrid vehicle including an engine that outputs a driving force to the front wheels and a first motor and a second motor that outputs a driving force to the rear wheels has also been proposed. In such a four-wheel drive hybrid vehicle, when shifting from a state in which the engine is running to a state in which the engine is stopped while the vehicle is being driven by four wheels, the driving force distribution ratio of the front and rear wheels is to be output with the same distribution ratio. Then, the driving force for the engine must be borne by the first motor, the load of the first motor becomes excessive, and the first motor tends to overheat. In this case, the drive limitation of the first motor may be imposed, or it may be necessary to start the engine in order to supplement the driving force insufficient due to the drive limitation.

The main object of the hybrid vehicle of the present invention is to suppress overheating of the first motor and the second motor.

The hybrid vehicle of the present invention has adopted the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention
An engine that can output driving force to one of the front and rear wheels,
A first motor capable of outputting driving force to one of the wheels,
A second motor capable of outputting driving force to the other wheel of the front wheel and the rear wheel,
A battery capable of exchanging electric power with the first motor and the second motor,
A control means for controlling the engine, the first motor, and the second motor so as to switch between the CD (Charge Depleting) mode and the CS (Charge Sustaining) mode and run with the required driving force required for running.
It is a hybrid car equipped with
When the temperature of the second motor is lower than the predetermined temperature when traveling in the CD mode, the control means is traveling in the CS mode or the temperature of the second motor is equal to or higher than the predetermined temperature. It is controlled so that the ratio of the driving force output to the other wheel is larger than the required driving force.
The gist is that.

The hybrid vehicle of the present invention includes an engine and a first motor capable of outputting driving force to one of the front wheels and rear wheels, and a second motor capable of outputting driving force to the other wheel, and includes a CD ( It switches between the Charge Depleting mode and the CS (Charge Sustaining) mode to drive according to the required driving force required for driving. When the temperature of the second motor is lower than the predetermined temperature while traveling in the CD mode, the required drive is performed as compared with the case where the second motor is traveling in the CS mode or the temperature of the second motor is equal to or higher than the predetermined temperature. It is controlled so that the ratio of the driving force output to the other wheel is large with respect to the force, in other words, the ratio of the driving force output to one wheel is small with respect to the required driving force. As a result, in the CD mode, it is possible to suppress an increase in the load on the first motor due to the stoppage of the engine operation. Therefore, overheating of the first motor can be satisfactorily suppressed, and it is possible to prevent the first motor from being subject to drive limitation or starting the engine to compensate for the insufficient driving force due to the drive limitation. .. Further, since the ratio of the driving force output to the other wheel is increased only when the temperature of the second motor is lower than the predetermined temperature, overheating of the second motor can be suppressed. As a result, overheating of the first motor and the second motor can be suppressed.

It is a block diagram which shows the outline of the structure of the hybrid vehicle 20 as an Example of this invention. It is a flowchart which shows an example of the driving force distribution ratio setting processing routine executed by HVECU 70. It is explanatory drawing which shows the driving force which the motor MG2 and MG3 bear by the case where the driving force distribution ratio is changed (example) and the case where it is not changed (comparative example) when it is switched from a CS mode to a CD mode. It is a block diagram which shows the outline of the structure of the hybrid vehicle 220 of a modification.

Next, an embodiment for carrying out the present invention will be described with reference to examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1, MG2, MG3, inverters 41, 42, 43, a battery 50, a charger 60, and electronic control for a hybrid. A unit (hereinafter referred to as "HVECU") 70 is provided.

The engine 22 is configured as an internal combustion engine that outputs power by using gasoline, light oil, or the like from the fuel tank 25 as fuel. The engine 22 is operated and controlled by an engine electronic control unit (hereinafter, referred to as "engine ECU") 24.

Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. In the engine ECU 24, signals from various sensors necessary for operating and controlling the engine 22, for example, a crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22 and the like are transmitted via an input port. It has been entered. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via the output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

The planetary gear 30 is configured as a single pinion type planetary gear mechanism. A rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. A drive shaft 36F connected to the front wheels 38a and 38b via a differential gear 37F is connected to the ring gear of the planetary gear 30. The crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

The motor MG1 is configured as a synchronous generator motor including, for example, a rotor to which a permanent magnet is attached and a stator to which a three-phase coil is wound. As described above, the rotor is used as a sun gear of a planetary gear 30. It is connected. The motor MG2 is configured as, for example, a similar synchronous generator motor, and the rotor is connected to the drive shaft 36F. The motor MG3 is configured as, for example, a similar synchronous generator motor, and the rotor is connected to the drive shaft 36R connected to the rear wheels 38c and 38d via the differential gear 37R. The inverters 41, 42, and 43 are connected to the battery 50 via the power line 54. The motors MG1, MG2, and MG3 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41, 42, and 43 by an electronic control unit for a motor (hereinafter referred to as "motor ECU") 40. ..

Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. The motor ECU 40 has rotation position detection sensors 44, 45, 46 that detect signals from various sensors necessary for driving and controlling the motors MG1, MG2, MG3, for example, the rotation position of the rotors of the motors MG1, MG2, MG3. The rotation positions θm1, θm2, θm3, the motor temperature tm3 from the temperature sensor 47 that detects the temperature of the motor MG3, and the like are input via the input port. The motor temperature tm3 includes, for example, the temperature of the coil, the temperature of the stator, the temperature of the rotor (permanent magnet), the temperature of the cooling oil for cooling the motor MG3, and the like. From the motor ECU 40, switching control signals and the like to a plurality of switching elements (not shown) of the inverters 41, 42, and 43 are output via the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 determines the rotation speeds Nm1, Nm2, Nm3 of the motors MG1, MG2, MG3 based on the rotation positions θm1, θm2, θm3 of the rotors of the motors MG1, MG2, MG3 from the rotation position detection sensors 44, 45, 46. I'm calculating.

The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery. As described above, the battery 50 is connected to the inverters 41 and 42 via the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter, referred to as “battery ECU”) 52.

Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. The battery ECU 52 is attached to signals from various sensors necessary for managing the battery 50, for example, a battery voltage Vb from a voltage sensor 51a installed between terminals of the battery 50, or an output terminal of the battery 50. The battery current Ib or the like from the current sensor 51b is input via the input port. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The storage ratio SOC is the ratio of the capacity of electric power that can be discharged from the battery 50 to the total capacity of the battery 50.

The charger 60 is connected to the power line 54, and when the power plug 61 is connected to an external power source 69 such as a household power source or an industrial power source at a charging point such as a home or a charging station, the external power source 69. It is configured to be able to perform external charging to charge the battery 50 using the electric power from.

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via the input port. The signals input to the HVECU 70 include, for example, the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82, the accelerator opening Acc from the accelerator pedal position sensor 84, and the brake from the brake pedal position sensor 86. The pedal position BP can be mentioned. Further, the vehicle speed V from the vehicle speed sensor 88, the switch signal SWC from the mode changeover switch 92, and the connection switch 62 attached to the power plug 61 to determine whether or not the power plug 61 is connected to the external power supply 69. The connection signal SWC and the like can be mentioned. Various control signals, such as control signals to the charger 60, are output from the HVECU 70 via the output port. Further, as described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via a communication port.

In the hybrid vehicle 20 of the embodiment configured in this way, hybrid traveling (HV traveling) or electric traveling (EV traveling) is performed in the CD (Charge Depleting) mode or the CS (Charge Sustaining) mode. Here, the CD mode is a mode in which EV driving is given higher priority than the CS mode. HV driving is a mode in which the engine 22 is driven. EV traveling is a mode in which the engine 22 travels without being driven.

In the embodiment, when the power plug 61 is connected to the external power supply 69 when the system is turned off (system stopped) at a charging point such as a home or a charging station and the vehicle is stopped, the HVECU 70 is powered by the external power supply 69. The charger 60 is controlled so that the battery 50 is charged using the above. When the storage ratio SOC of the battery 50 is larger than the threshold value Shv1 (for example, 45%, 50%, 55%, etc.) when the system is turned on (system startup), the storage ratio SOC of the battery 50 is the threshold value Shv2 (for example, 25%). , 30%, 35%, etc.) or less, and after the storage ratio SOC of the battery 50 reaches the threshold value Shv2 or less, the system runs in CS mode until the system is turned off. Further, when the storage ratio SOC of the battery 50 is equal to or less than the threshold value Shv1 when the system is turned on, the vehicle runs in the CS mode until the system is turned off. Further, if the mode changeover switch 92 is operated while traveling in the CD mode, the vehicle travels in the CS mode. If the mode changeover switch 92 is run again while the mode changeover switch 92 is set to the CS mode and the vehicle is running, the vehicle runs in the CD mode.

EV travel is usually driven and controlled as follows. The HVECU 70 first sets the required torque Tr * based on the accelerator opening degree Acc and the vehicle speed V. Subsequently, a value 0 is set in the torque command Tm1 * of the motor MG1, and the required torque Tr * is output to the drive shafts 36F and 36R at the drive force distribution ratio k within the range of the input / output limits Win and Wout of the battery 50. Set the torque commands Tm2 * and Tm3 * of the motors MG2 and MG3. The driving force distribution ratio k is the distribution ratio to the rear wheels 38c and 38d in the embodiment, and when k = 0, the distribution is 100% to the front wheels 38a and 38b and 0% to the rear wheels 38c and 38d, and k = When it is 1, the distribution is 0% to the front wheels 38a and 38b and 100% to the rear wheels 38c and 38d. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 *, and Tm3 * controls the switching of the switching elements of the inverters 41 and 42 so that the motors MG1, MG2, and MG3 are driven by the torque commands Tm1 *, Tm2 *, and Tm3 *. Do it.

The HV running is usually driven and controlled as follows. The HVECU 70 first sets the required torque Tr * required for traveling based on the accelerator opening degree Acc and the vehicle speed V. Subsequently, the required torque Tr * is multiplied by the rotation speed Nr of the drive shaft 36F (for example, the rotation speed Nm2 of the motor MG2 or the rotation speed obtained by multiplying the vehicle speed V by the conversion coefficient) to drive the power Pdrv required for driving. * Calculate. Next, the required power Pe * required for the vehicle is obtained by subtracting the charge / discharge required power Pb * (positive value when discharging from the battery 50) of the battery 50 based on the storage ratio SOC of the battery 50 from the traveling power Pdrv *. To set. Then, the required power Pe * is output from the engine 22, and the required torque Tr * is output to the drive shafts 36F and 36R within the range of the input / output limit Win and Wout of the battery 50. And the target torque Te *, the torque commands Tm1 *, Tm2 *, and Tm3 * of the motors MG1, MG2, MG3 are set and transmitted to the engine ECU 24 and the motor ECU 40. The target rotation speed Ne * and target torque Te * of the engine 22 are set by the fuel efficiency optimum operation line that efficiently outputs the required power Pe * from the engine 22. The torque command Tm1 * of the motor MG1 is set by feedback control so that the engine 22 is operated at the target rotation speed Ne * and the target torque Te *. The torque commands Tm2 * and Tm3 * of the motors MG2 and MG3 are set so that the required torque Tr * is output to the drive shafts 36F and 36R at the drive force distribution ratio k within the range of the input / output restrictions Win and Wout of the battery 50. Will be done. Upon receiving the target rotation speed Ne * and the target torque Te *, the engine ECU 24 controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotation speed Ne * and the target torque Te *. It controls and so on. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 *, and Tm3 * switches the switching elements of the inverters 41, 42, and 43 so that the motors MG1, MG2, and MG3 are driven by the torque commands Tm1 *, Tm2 *, and Tm3 *. Control.

Next, the operation of the hybrid vehicle 20 of the embodiment thus configured will be described. In particular, the setting operation of the driving force distribution ratio k when traveling in the CS mode and the setting operation of the driving force distribution ratio k when traveling in the CD mode will be described. FIG. 2 is a flowchart showing an example of a driving force distribution ratio setting processing routine executed by the HVECU 70. This routine is repeatedly executed every predetermined time (for example, every several msec or every several tens of msec).

When the driving force distribution ratio setting processing routine is executed, the HVECU 70 first inputs the motor temperature tm3 of the motor MG3 (step S100). As the motor temperature tm3, the one detected by the temperature sensor 47 is input from the motor ECU 40 by communication. Next, it is determined whether or not the current traveling mode is the CD mode (step S110), and whether or not the input motor temperature tm3 is less than the predetermined temperature tm3ref (step S120). The predetermined temperature tm3ref is a threshold value for determining whether or not there is a thermal margin for an increase in the driving force of the motor MG3, and is lower than the limiting temperature at which the driving limit is imposed due to overheating of the motor MG3. Determined by temperature. If it is determined that the current driving mode is not the CD mode but the CS mode, or if it is determined that the motor temperature tm3 is equal to or higher than the predetermined temperature tm3ref even if the current driving mode is the CD mode, the driving force distribution determined by the driving requirements is determined. The ratio kdrv is set as the driving force distribution ratio k (step S130), and the driving force distribution ratio setting processing routine is terminated. Here, in the embodiment, the driving force distribution ratio kdrv is set to a predetermined value for steering when it is determined by the steering angle from the steering angle sensor (not shown) that four-wheel drive is necessary, and snowfall or the like is set. When it is determined that four-wheel drive is necessary because the road surface becomes slippery, a predetermined value is set to prevent slipping, and when it is not determined that four-wheel drive is necessary, the value is 0. Is set.

On the other hand, when it is determined that the current driving mode is the CD mode and the motor temperature tm3 is less than the predetermined temperature tm3ref, the ratio of the driving force to the rear wheels 38c and 38d is higher than the driving force distribution ratio kdrv determined by the above-mentioned driving requirements. The driving force distribution ratio kdrv2 is set as the driving force distribution ratio k (step S140), and the driving force distribution ratio setting processing routine is terminated. FIG. 3 is an explanation showing the driving force borne by the motors MG2 and MG3 when the driving force distribution ratio is changed (example) and when the driving force distribution ratio is not changed (comparative example) when the mode is switched from the CS mode to the CD mode. It is a figure. When traveling in the CS mode, HV travel is prioritized, and the driving force from the engine 22 is transmitted to the front wheels 28a and 28b. Therefore, the motor MG2 outputs a driving force obtained by subtracting the driving force transmitted from the engine 22 to the front wheels 28a and 28b from the driving force to be output to the front wheels 28a and 28b (see FIG. 3A). When the CS mode is switched to the CD mode, EV driving is prioritized and the operation of the engine 22 is stopped. Therefore, it is necessary to output all the driving force to be output from the motor MG2 to the front wheels 28a and 28b, and the motor MG2 may overheat due to the increased load on the motor MG2 (see FIG. 3B). On the other hand, in the hybrid vehicle 20 of the present embodiment, when traveling in the CD mode, the ratio of the driving force distributed to the rear wheels 28c and 28d, that is, the driving force of the motor MG3 is larger than in the CS mode. The driving force distribution ratio k is changed (see FIG. 3C). Thereby, in the CD mode, the increase in the load on the motor MG2 can be suppressed, and the overheating of the motor MG2 can be suppressed. Generally, the motor MG2 that outputs power to the front wheels 38a and 38b together with the engine 22 is always driven during traveling, so that it is relatively large and has a large heat capacity, and the cooling device for suppressing overheating is also sufficient in terms of performance. Something is also attached. On the other hand, the motor MG3 driven part-time is often relatively small in size, has a small heat capacity, and is equipped with a cooling device for suppressing overheating, which has low performance. Therefore, if the driving force sharing of the motor MG3 is always increased when traveling in the CD mode, overheating of the motor MG3 is likely to occur, and the driving limitation is imposed on the motor MG3. Therefore, in the present embodiment, the change of the driving force distribution ratio k has a margin for the temperature limit of the motor MG3 (motor temperature tm3) being less than the predetermined temperature tm3ref, that is, the limiting temperature at which the driving force limitation is imposed on the motor MG3. Do it only occasionally. As a result, overheating of the motor MG3 can be suppressed. When the driving force distribution ratio k is not changed between the CS mode and the CD mode, as shown in FIG. 3C, if the driving force sharing of the motor MG3 is increased so that the motor MG2 does not overheat in the CD mode, the following Even when the CD mode is switched to the CS mode, the driving force sharing of the motor MG3 continues to be large, and the motor MG3 may overheat (see FIG. 3D). Therefore, the driving force distribution ratio k is changed between the case of traveling in the CS mode and the case of traveling in the CD mode, and the load of the motor MG2 and the load of the motor MG3 are balanced according to each driving mode. Overheating of MG3 can be suppressed.

In the hybrid vehicle 20 of the embodiment described above, when the temperature of the motor MG3 (motor temperature tm3) is less than the predetermined temperature tm3ref when traveling in the CD mode, when traveling in the CS mode or when the motor temperature tm3 is set. The driving force distribution ratio k is changed so that the driving force ratio output from the motor MG3 is larger than when the temperature is tm3ref or higher. As a result, in the CD mode in which EV driving is prioritized, it is possible to suppress an increase in the load on the motor MG2 due to the engine stop. Therefore, overheating of the motor MG2 can be satisfactorily suppressed, and it is possible to prevent the motor MG2 from being subject to drive limitation or the engine 22 from being started to compensate for the insufficient driving force due to the drive limitation. Further, since the driving force distribution ratio k is changed only when the motor temperature tm3 is less than the predetermined temperature tm3ref, overheating of the motor MG3 can be suppressed. As a result, overheating of the motors MG2 and MG3 can be suppressed.

In the hybrid vehicle 20 of the embodiment, when the vehicle is traveling in the CS mode or the temperature of the motor MG3 (motor temperature tm3) is equal to or higher than the predetermined temperature tm3ref, the driving force distribution ratio kdrv according to the driving requirements is set to the driving force distribution ratio k. I decided to do it. However, if the driving force ratio of the motor MG3 when the motor temperature tm3 is less than the predetermined temperature tm3ref while traveling in the CD mode is larger than that in the CS mode or when the motor temperature tm3 is the predetermined temperature tm3ref or more. Therefore, in addition to the driving force distribution ratio kdrv according to the traveling requirement, the driving force distribution ratio may be set according to other requirements.

In the hybrid vehicle 20 of the embodiment, when the cooling device for circulating the cooling oil by the electric oil pump to cool the motor MG2 is provided, the electric oil pump operates as compared with the CS mode when traveling in the CD mode. It is also possible to determine the operating conditions of the electric oil pump so as to facilitate. For example, when traveling in the CS mode, the electric oil pump operates when the vehicle speed V is the first vehicle speed (for example, 10 km / h) or more and the temperature of the motor MG2 is the first temperature (for example, 100 ° C.) or more. The operating conditions of the electric oil pump in the CS mode may be defined. Further, when traveling in the CD mode, the vehicle speed V is at least the second vehicle speed (for example, 5 km / h) lower than the first vehicle speed, and the temperature of the motor MG2 is lower than the first temperature at the second temperature (for example, 80 ° C.). The operating conditions of the electric oil pump in the CD mode may be determined so that the electric oil pump operates in the above cases.

The hybrid vehicle 20 of the embodiment is provided with a charger 60 for charging the battery 50 by connecting the power plug 61 to the external power source 69, but the battery 50 is received from the external power source 69 in a non-contact manner. It may be provided with a charger for charging.

In the hybrid vehicle 20 of the embodiment, the engine 22, the motor MG1 and the motor MG2 are connected to the drive shaft 36F connected to the front wheels 38a and 38b, and the motor MG3 is connected to the drive shaft 36R connected to the rear wheels 38c and 38d. It was configured to be. However, the engine 22, the motor MG1 and the motor MG2 may be connected to the drive shaft connected to the rear wheels, and the motor MG3 may be connected to the drive shaft connected to the front wheels.

In the hybrid vehicle 20 of the embodiment, the engine 22, the motor MG1, and the drive shaft 36F connected to the front wheels 38a and 38b are connected to the planetary gear 30, and the motor MG2 is connected to the drive shaft 36F to the rear wheels 38c and 38d. It is assumed that the motor MG3 is connected to the connected drive shaft 36R. As illustrated in the hybrid vehicle 220 of the modified example of FIG. 4, the motor MGF is connected to the drive shaft 36F connected to the front wheels 38a and 38b via the transmission 230, and the motor MGF is connected to the rotating shaft of the motor MGF via the clutch 229. The engine 22 may be connected and the motor MGR may be connected to the drive shaft 36R connected to the rear wheels 38c and 38d. Further, an engine capable of outputting driving force to one of the front and rear wheels, a first motor capable of outputting driving force to one of the wheels, and the other wheel of the front and rear wheels. Any hybrid vehicle may be configured as long as it includes a second motor capable of outputting driving force.

The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the engine 22 corresponds to the "engine", the motor MG2 corresponds to the "first motor", the motor MG3 corresponds to the "second motor", the battery 50 corresponds to the "battery", and the HVECU 70. The engine ECU 24 and the motor ECU 40 correspond to "control means".

As for the correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem, the invention described in the column of means for solving the problems of the examples is carried out. Since it is an example for specifically explaining the mode for solving the problem, the elements of the invention described in the column of means for solving the problem are not limited. That is, the interpretation of the invention described in the column of means for solving the problem should be performed based on the description in the column, and the examples are the inventions described in the column of means for solving the problem. It is just a concrete example.

Although the embodiments for carrying out the present invention have been described above with reference to the embodiments, the present invention is not limited to these examples, and the present invention is not limited to these embodiments, and various embodiments are used without departing from the gist of the present invention. Of course it can be done.

The present invention can be used in the manufacturing industry of hybrid vehicles and the like.

20, 220 hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 25, 125, 225 fuel tank, 25a, fuel meter, 26 crank shaft, 28 damper, 30 planetary gear, 36F, 36R drive shaft, 37F, 37R differential gear, 38a, 38b front wheel, 38c, 38d rear wheel, 40 electronic control unit for motor (motor ECU), 41,42,43 inverter, 44,45,46 rotation position detection sensor, 47 Temperature sensor, 50 battery, 51a voltage sensor, 51b current sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 charger, 61 power plug, 62 connection switch, 69 external power supply, 70 hybrid electronic control Unit (HVECU), 80 ignition switch, 82 shift position sensor, 84 accelerator pedal position sensor, 86 brake pedal position sensor, 88 vehicle speed sensor, 92 mode changeover switch, 229 clutch, 230 transmission, MG1, MG2, MG3, MGF, MGR motor.

Claims (1)

An engine that can output driving force to one of the front and rear wheels,
A first motor capable of outputting driving force to one of the wheels,
A second motor capable of outputting driving force to the other wheel of the front wheel and the rear wheel,
A battery capable of exchanging electric power with the first motor and the second motor,
A control means for controlling the engine, the first motor, and the second motor so as to switch between the CD (Charge Depleting) mode and the CS (Charge Sustaining) mode and run with the required driving force required for running.
It is a hybrid car equipped with
The control means sets and controls the distribution ratio of the driving force so that the required driving force is distributed and output to the one wheel and the other wheel, respectively.
When the temperature of the second motor is lower than the predetermined temperature while traveling in the CD mode , either when traveling in the CS mode or when the temperature of the second motor is equal to or higher than the predetermined temperature. The distribution ratio is set so that the ratio of the driving force distributed to the other wheel is larger than that of the other wheel.
Hybrid car.

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