JP4337290B2 - Power output apparatus and hybrid vehicle equipped with the same - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a power output device and a hybrid vehicle including the same, and more particularly to a power output device that outputs power to a drive shaft and a hybrid vehicle including the same.
[0002]
[Prior art]
Conventionally, as this type of power output apparatus, an apparatus in which an electric motor is disposed between a torque converter that transmits power of an internal combustion engine to a drive shaft and an automatic transmission has been proposed (for example, Japanese Patent Laid-Open No. 5-24447). In this device, the motor is operated during start-up or acceleration to increase the torque of the drive system, thereby improving the fuel efficiency and exhaust gas characteristics of the device.
[0003]
As another power output device, the power from the internal combustion engine and the motor is output to the drive shaft. When the temperature of the motor is high, the motor current is reduced to distribute the power from the internal combustion engine. There has been proposed an apparatus that lowers the temperature of the motor without stopping the operation of the motor by increasing the size (for example, JP-A-1-126104).
[0004]
[Problems to be solved by the invention]
However, in these power output devices, the efficiency of the entire device is lowered. A mechanical transmission mechanism such as an automatic transmission that mechanically transmits the power of a prime mover such as an internal combustion engine has different transmission efficiency depending on its temperature, so even when the temperature of the mechanical transmission mechanism is low, the prime mover or If the operation of the electric motor is controlled, the transmission efficiency of the mechanical transmission mechanism is low, so that the efficiency of the entire apparatus is also reduced.
[0005]
The power output device of the present invention and a hybrid vehicle equipped with the power output device are intended to promote warm-up of a mechanical transmission mechanism and improve the efficiency of the entire device.
[0006]
[Means for solving the problems and their functions and effects]
The power output apparatus of the present invention and the hybrid vehicle equipped with the power output apparatus employ the following means in order to achieve the above-described object.
[0007]
The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
Prime mover,
Mechanical transmission means capable of transmitting at least part of the power from the prime mover to the drive shaft by a mechanical mechanism;
An electric motor arranged to be able to transfer heat to the mechanical transmission means and capable of outputting power directly or indirectly to the drive shaft;
Temperature detecting means for detecting the temperature of the mechanical transmission means;
When the detected temperature is lower than a first predetermined temperature, the motor or the electric motor or the electric motor or the electric motor or the electric motor Operation control means for controlling the operation of the mechanical transmission means;
It is a summary to provide.
[0008]
In the power output apparatus of the present invention, when the temperature of the mechanical transmission means capable of transmitting at least part of the power from the prime mover to the drive shaft by a mechanical mechanism is lower than the first predetermined temperature, the required power is transmitted to the drive shaft. Motor that can output heat directly to the drive shaft and is arranged to be able to transfer heat to the prime mover or the mechanical transmission means so as to be in a warm-up acceleration mode in which the warm-up of the mechanical transmission means is promoted. Alternatively, since the operation of the mechanical transmission means is controlled, the mechanical transmission means can be warmed up early, thereby improving the efficiency of the entire apparatus.
[0009]
In such a power output apparatus of the present invention, when the detected temperature is equal to or higher than the first predetermined temperature, the operation control means is configured to operate the prime mover in an efficient operation region and to drive the required power to the drive. The motor or the electric motor or the mechanical transmission means may be operated and controlled so as to be in the motor efficient operation mode output to the shaft. In this way, when the temperature of the mechanical transmission means is equal to or higher than the first predetermined temperature, the required power can be output to the drive shaft and the prime mover can be operated in an efficient operating region.
[0010]
In the power output apparatus according to the present invention in which the operation control is performed in the warm-up promotion mode and the prime mover efficiency operation mode, the operation control means is configured so that the motor is in the prime mover efficiency operation mode in the warm-up promotion mode. It may be a means for controlling the operation so as to output a larger torque. In this way, the current flowing to the motor in the warm-up promotion mode is larger than that in the prime mover efficiency operation mode, and the amount of heat generated by the motor is increased, so that the warm-up of the mechanical transmission means is promoted by heat transfer from the motor. can do. In the power output apparatus of this aspect of the present invention, the operation control means controls the operation so that the distribution of the torque output from the electric motor tends to increase as the detected temperature decreases in the warm-up promotion mode. It can also be assumed.
[0011]
Further, in the power output apparatus of the present invention in which the operation control is performed in the warm-up promotion mode and the prime mover efficiency operation mode, the operation control means includes a second temperature at which the detected temperature is greater than the first predetermined temperature. When the temperature is equal to or higher than a predetermined temperature, the heat generation of the electric motor is suppressed, and the operation control may be performed so that the heat generation suppression mode in which the required power is output to the drive shaft is set. In this way, overheating of the electric motor can be prevented.
[0012]
In the power output apparatus of the present invention in which the operation control is performed in the heat generation suppression mode, the operation control means is operated so as to output a smaller torque when the motor is in the heat generation suppression mode than when the motor is in the prime mover efficiency operation mode. It can also be a means for controlling. In this way, since the load on the motor can be reduced, the amount of heat generated by the motor can be suppressed, and the motor can be prevented from overheating. In the power output apparatus of this aspect of the present invention, the operation control means is means for controlling the operation so that the distribution of torque output from the motor tends to be smaller as the detected temperature is higher in the heat generation suppression mode. It can also be.
[0013]
In the power output apparatus of the present invention, the temperature detection means may be means for indirectly detecting the temperature of the mechanical transmission means by detecting the temperature of the lubricant of the mechanical transmission means. it can. In this way, the temperature of the mechanical transmission means and the electric motor can be controlled based on the temperature of the lubricant in the mechanical transmission means.
[0014]
The hybrid vehicle of the present invention is a power output apparatus of the present invention according to any one of the above-described aspects, that is, basically a power output apparatus that outputs power to a drive shaft, and includes a prime mover and power from the prime mover. A mechanical transmission means capable of transmitting at least a part of the drive shaft to the drive shaft by a mechanical mechanism, and arranged to be able to transfer heat to the mechanical transmission means so that power can be directly or indirectly output to the drive shaft. When the detected temperature is lower than a first predetermined temperature, the required power is output to the drive shaft and the mechanical transmission means is warmed. The present invention includes a power output device that includes an operation control unit that performs operation control of the prime mover, the electric motor, or the mechanical transmission unit so that a warm-up promotion mode in which the machine is accelerated is set.
[0015]
Since the hybrid vehicle of the present invention includes the power output apparatus of the present invention according to any one of the above-described aspects, basically, the effect exerted by the power output apparatus of the present invention, for example, at least a part of the power from the prime mover is obtained. By performing warm-up of the mechanical transmission means that can be transmitted to the drive shaft by a mechanical mechanism at an early stage, an effect of improving the efficiency of the entire apparatus can be achieved.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
Next, embodiments of the present invention will be described using examples. FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 also connected to the power distribution and integration mechanism 30, an oil pump 60 for supplying lubricating oil to mechanical parts such as the power distribution and integration mechanism 30, and a power output device And a hybrid electronic control unit 70 for overall control.
[0017]
The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is under operation control such as fuel injection control, ignition control, intake air amount adjustment control. 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.
[0018]
The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32. When the motor MG1 functions as a generator, the carrier The power from the engine 22 input from the engine 34 is distributed to the sun gear 31 side and the ring gear 32 side according to the gear ratio, and the power from the engine 22 input from the carrier 34 and the sun gear 31 when the motor MG1 functions as an electric motor. The power from the motor MG <b> 1 input from is integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to drive wheels 39a and 39b via a belt 36, a gear mechanism 37, and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the belt 36, the gear mechanism 37, and the differential gear 38. The three shafts connected to the power distribution and integration mechanism 30 when viewed as a power output device are connected to the crankshaft 26 and the sun gear 31 that are output shafts of the engine 22 connected to the carrier 34, and the rotation shaft of the motor MG1. A ring gear shaft 32a as a drive shaft is connected to the sun gear shaft 31a and the ring gear 32 and mechanically connected to the drive wheels 39a and 39b.
[0019]
Both the motor MG1 and the motor MG2 are 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 and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. 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 includes signals necessary for driving and controlling the motors MG1, MG2, such as signals from rotational position detection sensors 43, 44 for detecting the rotational positions of the rotors of the motors MG1, MG2, MG3, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 detected by the above 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 from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.
[0020]
The oil pump 60 is configured as an internal gear pump that is driven by the crankshaft 26, and supplies the lubricating oil stored in the oil pan 62 to mechanical parts such as the power distribution and integration mechanism 30.
[0021]
The power distribution and integration mechanism 30, the motor MG1, and the motor MG2 are housed compactly so that heat can be conducted in a single case (not shown), and are lubricated and cooled by the lubricating oil from the oil pump 60. It is also.
[0022]
The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, and a timer 78 that measures elapsed time. And an input / output port and a communication port (not shown). The hybrid electronic control unit 70 includes a motor temperature from the temperature sensors 45 and 46 attached to the motors MG1 and MG2, an oil temperature from the temperature sensor 64 attached to the oil pan 62, an ignition signal from the ignition switch 80, A shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, an accelerator opening AP from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, and a brake that detects the depression amount of the brake pedal 85 The brake pedal position BP from the pedal position sensor 86, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.
[0023]
Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart illustrating an example of a torque control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).
[0024]
When the torque control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly, the accelerator pedal opening AP from the accelerator pedal position sensor 94, the vehicle speed V from the vehicle speed sensor 88, the oil temperature To from the temperature sensor 64, Processing for reading the rotational speed Ne of the engine 22, the rotational speed Np of the ring gear shaft 32a, etc. is executed (step S100). Here, the rotational speed Ne of the engine 22 can be input to the engine ECU 24 from a rotational speed sensor (not shown) by communication, and the rotational speed Np of the ring gear shaft 32a is a rotational position input to the motor ECU 40. The rotational speed Np calculated based on the position of the rotor detected by the detection sensor can be input by communication. Based on the accelerator opening AP and the vehicle speed V that have been read, the required torque Tp and the required power Pp required for the ring gear shaft 32a as the drive shaft are calculated (step S102). In the embodiment, the required torque Tp is stored in advance in the ROM 74 as a map by setting the relationship between the accelerator opening AP, the vehicle speed V, and the required torque Tp, and given the accelerator opening AP and the vehicle speed V, The corresponding required torque Tp is derived from the stored map. An example of a map showing the relationship among the accelerator opening AP, the vehicle speed V, and the required torque Tp is shown in FIG. The required power Pp is calculated by multiplying the required torque Tp thus derived by the rotational speed Np of the ring gear shaft 32a.
[0025]
Subsequently, the charge / discharge amount Pb of the battery 500 is set (step S104), and the target output Pe * of the engine 22 is added to the required power Pp by the loss (LM) due to the motor MG1 or the motor MG2 and the charge / discharge amount Pb. Calculated as a thing (Pe * = Pp + LM + Pb) (step S106). Here, the setting of the charge / discharge amount Pb of the battery 50 reads the value set by the charge / discharge amount setting process (not shown) based on the SOC or the like input by communication from the battery ECU 52 in the embodiment.
[0026]
Next, it is checked whether or not the oil temperature To is within the normal temperature operation region set by the threshold value TL and the threshold value TH (step S108). Here, the threshold value TL is set as a temperature at which it is possible to determine that the warm-up of the power distribution / integration mechanism 30 or the like is almost completed, and can be determined by the characteristics of the power distribution / integration mechanism 30 and the lubricating oil. The threshold value TH is set as a temperature lower than the upper limit of the allowable temperature of the motor MG1 or the motor MG2. It can be determined by the characteristics of the motor MG1 and the motor MG2. Therefore, the normal temperature operation region set by the threshold value TL and the threshold value TH is a temperature region that can be operated satisfactorily within the region.
[0027]
When the oil temperature To is within the normal temperature operating range, the engine speed and torque of the engine 22 that are efficient among the operating points of the engine 22 that can output the calculated target output Pe * are set to the target engine speed Ne * and the target. The torque Te * is set (step S110). FIG. 4 shows a state in which efficient operating points of the engine 22 are set as the target rotational speed Ne * and the target torque Te *. In the figure, curve A is an engine optimal operation line that connects operating points at which the engine 22 can be operated efficiently when the output is changed, and curve B connects operating points that can output the target output Pe * from the engine 22. This is a constant output curve. If the engine 22 is operated at the operation point D1 that is the intersection of the output constant curve of the target output Pe * and the engine optimum operation line, the target output Pe * can be efficiently output from the engine 22. Therefore, the process of step S110 is a process of setting the rotation speed and torque of the operation point D1 as the target rotation speed Ne * and the target torque Te *. In the embodiment, the rotational speed and torque of the operation point at the intersection of the target output Pe * and the engine optimum operation line are obtained by experiment and stored in advance in the ROM 74 as a map, and stored when the target output Pe * is given. Corresponding rotation speed and torque were derived from the map to obtain target rotation speed Ne * and target torque Te *.
[0028]
When the target rotational speed Ne * and the target torque Te * of the engine 22 are set, torque commands Tm1 and Tm2 for the motor MG1 and the motor MG2 are set by the following equations (1) and (2) (step S116). Here, in Expression (1), kp is a proportional control coefficient, and ki is an integral control coefficient. In the formula (2), ρ is a gear ratio of the power distribution and integration mechanism 30 (the number of teeth of the sun gear / the number of teeth of the ring gear).
[0029]
[Expression 1]
Tm1 = (Ne * −Ne) · kp + (Ne * −Ne) · ki (1)
Tm2 = Tp−Te * / (1 + ρ) (2)
[0030]
As understood from the equation (1), the rotation speed of the motor MG1 is controlled so that the engine 22 operates at the target rotation speed Ne *. FIG. 5 shows the relationship between the rotational speed and torque of each rotating element (sun gear 31, ring gear 32, carrier 34) in the power distribution and integration mechanism 30 as a collinear diagram. In the collinear diagram, the rotational speed of each rotating element is represented by the height of each axis of the collinear line (S: sun gear, C: carrier, R: ring gear), and the torque is regarded as a force by regarding the collinear as a rigid body. It can be calculated as an action. Considering when the target torque Te * is applied to the carrier 34 from the engine 22, the torque calculated by Te * / (1 + ρ) is applied to the ring gear 32 based on the target torque Te *. Since it is desired to apply the required torque Tp to the ring gear shaft 32a, the motor MG2 outputs the difference between the required torque Tp and Te * / (1 + ρ), that is, the torque command Tm2 calculated by the above equation (2). That's fine.
[0031]
Thus, when the target rotational speed Ne * and target torque Te * of the engine 22, the torque command Tm1 of the motor MG1, and the torque command Tm2 of the motor MG2 are set, the set target value and command value are output to the engine ECU 24 and the motor ECU 40. The operation of the engine 22 is controlled with the target value, and the motors MG1 and MG2 are driven with the command value (step S118), and this routine is finished. By such torque control, the required torque Tp can be output to the ring gear shaft 32a with charging / discharging by the charging / discharging amount Pb of the battery 50.
[0032]
When the oil temperature To is less than the threshold value TL in step S108, it is determined that the power distribution and integration mechanism 30 has not been warmed up, and the operating point has a torque smaller than the engine optimum operating line on the constant output curve of the target output Pe *. Are set as the target engine speed Ne * and the target torque Te * of the engine 22 (step S112), and the torque command Tm1 of the motor MG1 and the motor MG2 are set according to the above formulas (1) and (2). Torque command Tm2 is calculated (step S116), and the engine 22, motor MG1 and motor MG2 are controlled using these set values (step S118), and this routine is terminated.
[0033]
FIG. 6 shows how the target rotational speed Ne * and the target torque Te * of the engine 22 are set when the oil temperature To is lower than the threshold TL. In the figure, the curve A is the engine optimum operation line, and the curve B is a constant output curve at the target output Pe *. When the oil temperature To is within the normal temperature operation range set by the threshold value TL and the threshold value TH, the rotational speed Ne1 and the torque Te1 at the operation point D1, which is the intersection of the constant output curve at the target output Pe * and the engine optimum operation line. Were set as the target rotational speed Ne * and the target torque Te *. When the oil temperature To is lower than the threshold value TL, the rotational speed Ne2 and torque Te2 of the operating point D2 and the operating point D3 whose torque is smaller than the operating point D1 on the constant output curve at the target output Pe *, and the rotational speed Ne3 and torque Te3 of the operating point D3. The target rotational speed Ne * and the target torque Te * are set. As described above, when the target torque Te * is set, the torque command Tm2 of the motor MG2 is set as a large value as shown in the equation (2). By driving and controlling the motor MG2 using this command value, The amount of heat generated in motor MG2 increases. As a result, the power distribution and integration mechanism 30 can be warmed up by heat transfer of the heat generation amount of the motor MG2 arranged so as to be able to transfer heat with the power distribution and integration mechanism 30. In the embodiment, when the oil temperature To is lower than the threshold value TL, the oil temperature To is compared with a threshold value TL1 smaller than the threshold value TL as shown in an example of the relationship between the oil temperature To and the engine speed Ne in FIG. When the oil temperature To is less than the threshold TL1, the rotational speed Ne3 and the torque Te3 of the operating point D3 are set as the target rotational speed Ne * and the target torque Te *, and the oil temperature To is equal to or higher than the threshold TL1 (within the range below the threshold TL). The rotation speed Ne2 and the torque Te2 of the operation point D2 that gradually change according to the oil temperature To between the operation point D1 and the operation point D3 are set as the target rotation speed Ne * and the target torque Te *. The target rotational speed Ne * and the target torque Te * are set so that the target torque Te * decreases as the To decreases, and the motor MG2 generates heat. It was large, and that promote the warm-up of the power distribution integration mechanism 30.
[0034]
When the oil temperature To is greater than the threshold value TH in step S108, it is determined that the temperature of the motor MG1 or the motor MG2 is too high, and the rotational speed of the operating point where the torque is larger than the engine optimum operation line on the constant output curve of the target output Pe *. And the torque are set as the target rotational speed Ne * and the target torque Te * of the engine 22 (step S114), and the torque command Tm1 of the motor MG1 and the torque command Tm2 of the motor MG2 according to the above-described equations (1) and (2). (Step S116), the engine 22, motor MG1 and motor MG2 are controlled to operate using these set values (step S118), and this routine is terminated.
[0035]
FIG. 8 shows how the target rotational speed Ne * and the target torque Te * of the engine 22 are set when the oil temperature To is higher than the threshold value TH. In the figure, the curve A is the engine optimum operation line, and the curve B is a constant output curve at the target output Pe *. When the oil temperature To is higher than the threshold value TH, the rotational speed Ne4 and the torque Te4 and the operating point D5 of the operating point D4 having a torque larger than the operating point D1 which is the intersection with the engine optimum operating line on the output constant curve at the target output Pe *. The rotation speed Ne5 and the torque Te5 are set as the target rotation speed Ne * and the target torque Te *. Thus, when the target torque Te * is set, the torque command Tm2 of the motor MG2 is set as a small value as shown in the equation (2), so that the motor MG2 is driven and controlled using this command value. The amount of heat generated in motor MG2 is reduced. As a result, the heat generation of the motor MG2 can be suppressed, and the overheating of the motor MG2 can be prevented. In addition, the required torque Tp can be output to the ring gear shaft 32a with charge / discharge by the charge / discharge amount Pb of the battery 50. In the embodiment, when the oil temperature To is larger than the threshold value TH, the oil temperature To is compared with a threshold value TH1 larger than the threshold value TH as shown in an example of the relationship between the oil temperature To and the engine speed Ne in FIG. The engine speed Ne5 and the torque Te5 at the operation point D5 are set as the target engine speed Ne * and the target torque Te * when the oil temperature To is less than the threshold TH1 (within the threshold TH or more). The rotation speed Ne4 and the torque Te4 of the operation point D4 that gradually change according to the oil temperature To between the point D1 and the operation point D5 are set as the target rotation speed Ne * and the target torque Te *, and the oil temperature To is The target rotational speed Ne * and the target torque Te * are set so that the higher the higher, the higher the target torque Te *, and the motor MG2 generates heat. It was small, and effectively prevent overheating of the motor MG2.
[0036]
According to the hybrid vehicle 20 including the power output apparatus of the embodiment described above, when the temperature To of the lubricating oil that lubricates and cools the power distribution and integration mechanism 30, the motor MG1, the motor MG2, and the like is below the normal temperature operation region, the target A torque command for the motor MG2 is set by setting the rotational speed and torque of the operating point whose torque is smaller than the engine optimum operating line on the output constant curve of the output Pe * as the target rotational speed Ne * and the target torque Te * of the engine 22. The heat generation amount can be increased by increasing Tm2, and the warming-up of the power distribution and integration mechanism 30 can be promoted by the increase in the heat generation amount. In addition, the lower the oil temperature To, the smaller the target torque Te * is set and the torque command Tm2 of the motor MG2 is increased to increase the amount of heat generated. Therefore, the warm-up of the power distribution and integration mechanism 30 can be further promoted. As a result, the warming-up of the power distribution and integration mechanism 30 is completed quickly, the efficiency of the power distribution and integration mechanism 30 can be improved, and the efficiency of the entire apparatus can be improved. Of course, the required torque Tp can be output to the ring gear shaft 32a while being charged / discharged by the charge / discharge amount Pb of the battery 50.
[0037]
Further, according to the hybrid vehicle 20 including the power output apparatus of the embodiment, when the lubricating oil temperature To exceeds the normal temperature operation region, an operation with a torque larger than the engine optimum operation line on the constant output curve of the target output Pe *. By setting the rotational speed and torque of the point as the target rotational speed Ne * and the target torque Te * of the engine 22, the torque command Tm2 of the motor MG2 is reduced to reduce the amount of heat generated and prevent the motor MG2 from overheating. can do. In addition, the higher the oil temperature To, the larger the target torque Te * is set and the torque command Tm2 of the motor MG2 is reduced to reduce the amount of heat generated. Therefore, the motor MG2 is prevented from overheating without stopping the driving. can do. Even in this case, the required torque Tp can be output to the ring gear shaft 32a while being charged and discharged by the charge / discharge amount Pb of the battery 50.
[0038]
In the power output apparatus of the embodiment, the warming-up of the power distribution and integration mechanism 30 is promoted based on the oil temperature To. However, the power distribution and integration mechanism 30 is similarly used by directly using the temperature of the power distribution and integration mechanism 30. It is good also as what aims at promotion of warm-up of. Although the motor MG2 is prevented from being overheated based on the oil temperature To, the temperature detected by the temperature sensor 46 attached to the motor MG2 is directly used to prevent overheating of the motor MG2. Also good.
[0039]
In the power output apparatus of the embodiment, when the oil temperature To falls below the normal temperature operating range, the oil temperature To is compared with the threshold value TL1, and when the oil temperature To is equal to or higher than the threshold value TL1 and lower than the threshold value TL, the target is such that the oil temperature To decreases. The target torque Te * is set so that the torque is smaller than the engine optimum operation line on the output constant curve at the output Pe *, and the torque of the motor MG2 is set to be large, but between the operation point D1 and the operation point D2 It is good also as what fixes and drive | operates at a predetermined driving | running point. In this case, two or more operation points may be set as the predetermined operation points.
[0040]
In the power output apparatus of the embodiment, when the oil temperature To exceeds the normal temperature operation range, the oil temperature To is compared with the threshold value TH1, and when the oil temperature To is equal to or higher than the threshold value TH and lower than the threshold value TH1, the target is higher as the oil temperature To becomes higher. The target torque Te * is set so that the torque is larger than the engine optimum operation line on the output constant curve at the output Pe *, and the torque of the motor MG2 is set to be small. However, between the operation point D1 and the operation point D5, It is good also as what fixes and drive | operates at a predetermined driving | running point. In this case, two or more operation points may be set as the predetermined operation points.
[0041]
The power output apparatus of the embodiment includes a power distribution and integration mechanism 30 that can output power from the engine 22 to a ring gear shaft 32a as a drive shaft, and a motor MG2 that is arranged so as to be able to transfer heat and can be output to the ring gear shaft 32a. Based on the temperature To of the lubricating oil that lubricates and cools the power distribution and integration mechanism 30 and the motor MG2, the motor MG2 can be warmed up by increasing or decreasing the torque of the motor MG2 or the motor MG2. However, any configuration can be used as long as it has a mechanism that can output power from the engine 22 to the drive shaft and an electric motor that is arranged to be able to transfer heat to the mechanism and output to the drive shaft. Good.
[0042]
In the embodiment, the hybrid vehicle 20 equipped with the power output device has been described. However, the power output device may be mounted on any moving body such as a vehicle other than the vehicle, a ship, and an aircraft, such as a construction machine. It is good also as what is installed as a motive power source of the apparatus which does not move.
[0043]
The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention.
FIG. 2 is a flowchart illustrating an example of a torque control routine executed by the hybrid electronic control unit 70 of the embodiment.
FIG. 3 is an explanatory diagram showing an example of a map showing a relationship among an accelerator opening AP, a vehicle speed V, and a required torque Tp.
FIG. 4 is an explanatory diagram for explaining a state when an efficient operation point of the engine 22 is set as the target rotational speed Ne * and the target torque Te *.
5 is a collinear diagram illustrating the relationship between the rotational speed and torque of each rotary element (sun gear 31, ring gear 32, carrier 34) in the power distribution and integration mechanism 30. FIG.
FIG. 6 is an explanatory diagram showing how the target rotational speed Ne * and the target torque Te * of the engine 22 are set when the oil temperature To is lower than the threshold value TL.
FIG. 7 is an explanatory diagram showing an example of a relationship between an oil temperature To and an engine speed Ne when the oil temperature To is less than a threshold value TL.
FIG. 8 is an explanatory diagram showing how the target rotational speed Ne * and the target torque Te * of the engine 22 are set when the oil temperature To is higher than a threshold value TH.
FIG. 9 is an explanatory diagram showing an example of the relationship between the oil temperature To and the engine speed Ne when the oil temperature To is greater than a threshold value TH.
[Explanation of symbols]
20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 25 water temperature sensor, 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 31a sun gear shaft, 32 ring gear, 32a ring gear shaft, 33 Pinion gear, 34 carrier, 36 belt, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 45, 46 temperature Sensor, 50 battery, 52 Battery electronic control unit (battery ECU), 54 Power line, 60 Oil pump, 62 Oil pan, 64 Temperature sensor, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 78 timer, 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, MG1, MG2 motor.

Claims (8)

A power output device that outputs power to a drive shaft,
Prime mover,
Mechanical transmission means capable of transmitting at least part of the power from the prime mover to the drive shaft by a mechanical mechanism;
An electric motor arranged to be able to transfer heat to the mechanical transmission means and capable of outputting power directly or indirectly to the drive shaft;
Temperature detecting means for detecting the temperature of the mechanical transmission means;
When the detected temperature is equal to or higher than a first predetermined temperature, the prime mover is operated on an operation line as an operation point composed of a rotation speed and torque at which the prime mover can be efficiently operated, and the required power is transmitted to the drive shaft. The motor, the motor, and the mechanical transmission means are controlled to be in a motor efficiency operation mode that is output to the motor, and when the detected temperature is less than the first predetermined temperature, the motor operates in the motor efficiency operation mode. The motor, the motor, and the mechanical transmission are set in a warm-up acceleration mode in which the required power is output to the drive shaft while outputting a larger torque than in the mode and the warm-up of the mechanical transmission means is promoted. An operation control means for controlling the operation of the means;
A power output device comprising: It said operation control means, when the warm-up promotion mode, the detected temperature is the power output apparatus according to claim 1, wherein the means for operation control in tendency allocation of torque increases output from low that the electric motor. When the detected temperature is equal to or higher than a second predetermined temperature higher than the first predetermined temperature, the operation control means suppresses heat generation of the electric motor and generates the required power to the drive shaft. The power output apparatus according to claim 1 , wherein the power output apparatus is a means for controlling operation so as to be in a suppression mode. 4. The power output apparatus according to claim 3 , wherein the operation control means is means for performing operation control so that the motor outputs a smaller torque in the heat generation suppression mode than in the prime mover efficiency operation mode. 5. The power output apparatus according to claim 4 , wherein, in the heat generation suppression mode, the operation control unit is a unit that performs operation control such that a distribution of torque output from the electric motor tends to be smaller as the detected temperature is higher. 6. The power output apparatus according to claim 1, wherein the temperature detecting means is means for indirectly detecting the temperature of the mechanical transmission means by detecting the temperature of the lubricant of the mechanical transmission means. The mechanical transmission means includes a planetary gear mechanism in which three rotary elements are connected to a second electric motor capable of inputting and outputting power, an output shaft of the prime mover, the drive shaft, and a rotary shaft of the second motor. A power output apparatus according to any one of claims 1 to 6, wherein the power output apparatus comprises: A hybrid vehicle comprising the power output apparatus according to claim 1 .

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