The disclosure of Japanese Patent Application No. 2015-005571 filed on Jan. 15, 2015 including the specification, drawings and abstract is incorporated herein by reference in its entirety.
1. Field of the Invention
The invention relates to a control system for a hybrid vehicle that uses a motor, which is used in rotation speed control over an engine, as a driving force source that outputs driving force for propelling the hybrid vehicle.
2. Description of Related Art
Japanese Patent Application Publication No. 8-295140 (JP 8-295140 A) describes a so-called two-motor-type hybrid vehicle. The hybrid vehicle includes a power split mechanism formed of a planetary gear mechanism. Torque output from an engine is input to a carrier of the planetary gear mechanism. A first motor that has a power generating function is coupled to a sun gear of the planetary gear mechanism. A ring gear is an output element. The ring gear is coupled to a differential via a counter gear unit that constitutes a speed reduction mechanism. A second motor is coupled to the counter gear unit. Electric power generated by the first motor is allowed to be supplied to the second motor. A brake is provided. The brake stops rotation of an input shaft coupled to the carrier. In a state where the carrier is fixed by engaging the brake, the power split mechanism functions as the speed reduction mechanism, and is able to amplify torque, output from the first motor, and then output the amplified torque from the ring gear. Therefore, in the vehicle described in JP 8-295140 A, three drive modes are allowed to be set. The three drive modes are a hybrid mode (HV mode), a two-motor mode (2 MG mode) and a one-motor mode (1 MG mode). In the HV mode, the engine is used as a driving force source. In the 2 MG mode, the first motor and the second motor are used as driving force sources. In the 1 MG mode, only the second motor is used as a driving force source.
International Application Publication No. 2011/114785 describes a hybrid drive system in which a power split mechanism is formed of a planetary gear mechanism and lubricating oil is supplied to a carrier in the planetary gear mechanism via receivers. The receivers are respectively provided on both end sides of pinion pins, and one of the receivers is oriented radially inward. The carrier on which the pinion pins are provided is coupled to an input shaft that transmits the power of an engine. An oil passage is provided at the axis portion of the input shaft. A rotation transmission shaft including a communication passage is connected to the input shaft. The communication passage supplies pressurized oil produced by an oil pump to the oil passage. The input shaft has discharge passages extending from the oil passage at the axis portion to the outer periphery. Lubricating oil is caused to fly off from the discharge passages by centrifugal force resulting from rotation of the input shaft, and the lubricating oil is trapped by the receiver and guided to the pinion pins.
When the hybrid vehicle described in JP 8-295140 A travels in the 2 MG mode, power output from the first motor is transmitted to the output side via the power split mechanism, so a large load is exerted on the pinion pins and pinion gears that are supported by the carrier. These pinion pins and pinion gears may be lubricated and cooled by oil that flies off from the input shaft side, as described in International Application Publication No. 2011/114785. However, in the 2 MG mode, the rotation of the input shaft is stopped because the engine is stopped, so no centrifugal force that causes oil to fly off is generated. Therefore, there is a possibility that lubrication or cooling of the pinion pins, pinion gears, and the like, is not sufficiently carried out and, as a result, setting of the 2 MG mode is restricted. When the oil pump that generates hydraulic pressure for lubrication is configured to be driven by the engine, the oil pump is not driven in the 2 MG mode, so, in this respect as well, lubrication or cooling of the pinion pins, pinion gears, and the like, may be insufficient.
When the temperature of the pinion pins, pinion gears, and the like, rises to a predetermined temperature or higher as a result of the fact that the vehicle travels in the 2 MG mode, the 2 MG mode is cancelled, and the 2 MG mode is resumed after a decrease in the temperature. However, if the pinion pins, the pinion gears, and the like, are naturally cooled in a state where the engine is stopped as in the case of the 1 MG mode, it takes long time to radiate heat, and the 2 MG mode is not allowed to be set during then, with the result that a period during which the 2 MG mode is not allowed to be set extends. If the 2 MG mode is resumed in a state where the pinion pins, the pinon gears, and the like, are not sufficiently cooled, the temperature of the pinion pins, pinion gears, and the like, rises to the predetermined temperature or higher in a short time after resumption of the 2 MG mode, and the 2 MG mode needs to be cancelled. In this case as well, the period during which the 2 MG mode is not allowed to be set extends. At last, effective use of electric power is restricted even when there is an allowance electric power, and there is a possibility that the fuel economy of the vehicle deteriorates.
The invention provides a drive control system that is able to cancel or relieve restrictions on a two-motor mode due to the temperature of a power split mechanism in a hybrid vehicle.
A drive control system related to the present invention is for a hybrid vehicle. The drive control system comprises an engine, an output member, a first motor, a power split mechanism, a lubricating oil passage, a first oil pump, a second motor, and an electronic control unit. The output member is configured to transmit driving force to a drive wheel. The power split mechanism is configured to distribute and transmit driving force, output from the engine, to the output member and the first motor. The lubricating oil passage is configured to supply lubricating oil to the power split mechanism by causing the lubricating oil to flow outward in a radial direction of the power split mechanism from a rotation center side of the power split mechanism. The first oil pump is configured to be allowed to be driven by the first motor. The first oil pump is configured to generate hydraulic pressure of the lubricating oil that lubricates the power split mechanism. The second motor is configured to be able to output driving force to the drive wheel in a state where the engine and the first motor are not generating driving force. The electronic control unit is configured to, when the hybrid vehicle is set to a one-motor mode after traveling in a two-motor mode, execute control for increasing an amount of the lubricating oil that is supplied to the power split mechanism by driving the first motor. The one-motor mode is a mode in which the hybrid vehicle is caused to travel by the use of driving force that is output from the second motor. The two-motor mode is a mode in which the hybrid vehicle is caused to travel by the use of driving force that is output from the first motor and the second motor.
Normally, when the hybrid vehicle travels in the two-motor mode, driving force output from the first motor is transmitted to the output member via the power split mechanism. In this case, because rotation of the engine is stopped, a load or torque that is exerted on the power split mechanism increases, and supply of lubricating oil from the first oil pump stops. On the other hand, in the above-described drive control system, when the one-motor mode in which the second motor outputs driving force is set after the two-motor mode, the first motor that is not outputting driving force for propelling the hybrid vehicle is operated. As a result, the amount of lubricating oil that is supplied to the power split mechanism of which the temperature has risen in the two-motor mode is increased, and the power split mechanism is actively cooled, so it is possible to decrease the temperature of the power split mechanism in a short time.
The electronic control unit may be configured to execute control for increasing the amount of the lubricating oil by driving the first oil pump with the use of the first motor.
The lubricating oil passage may be configured to be rotated to cause the lubricating oil to fly off by centrifugal force. The electronic control unit may be configured to execute control for increasing the amount of the lubricating oil by increasing an amount of the lubricating oil that flies off as a result of rotation of the lubricating oil passage.
With the above-described drive control system, the amount of lubricating oil that is supplied to the power split mechanism is increased by increasing the pump discharge capacity or increasing the centrifugal force.
The drive control system may further comprise a second oil pump. The second oil pump is configured to supply the lubricating oil to the power split mechanism via the lubricating oil passage by generating hydraulic pressure of the lubricating oil. The electronic control unit may be configured to, when the hybrid vehicle is set to the one-motor mode after traveling in the two-motor mode and when the amount of lubricating oil discharged from the second oil pump is larger than or equal to a predetermined threshold, not drive the first oil pump with the use of the first motor.
With the above-described drive control system, when the amount of lubricating oil that is supplied from the second oil pump is larger than or equal to the predetermined threshold, driving of the first oil pump with the use of the first motor is stopped, so unnecessary or excessive driving of the first motor is avoided or suppressed.
The electronic control unit may be configured to, when the hybrid vehicle is set to the one-motor mode after traveling in the two-motor mode and when a vehicle speed is lower than or equal to a predetermined vehicle speed, execute control for increasing the amount of the lubricating oil by driving the first oil pump with the use of the first motor.
With the above-described drive control system, in a state where the vehicle speed is lower than or equal to the predetermined vehicle speed, the first oil pump is driven with the use of the first motor in the one-motor mode. Therefore, when the amount of lubricating oil that is dipped by the power split mechanism or a predetermined rotary member is small, lubricating oil is actively supplied from the first oil pump to the power split mechanism, so the power split mechanism is sufficiently cooled and lubricated. In other words, when the amount of lubricating oil dipped is sufficient because of a high vehicle speed, driving of the first motor for supplying lubricating oil is stopped, so unnecessary or excessive driving of the first motor is avoided or suppressed.
The drive control system may further comprises an input shaft. The input shaft may be coupled to an output shaft of the engine. The input shaft may be configured to transmit driving force of the engine to the power split mechanism. The brake mechanism may be configured to stop rotation of the output shaft or rotation of the input shaft. The transmission shaft may couple the input shaft to the first oil pump. The transmission shaft and the input shaft may have the lubricating oil passage, and the input shaft may have an opening at its outer periphery. The lubricating oil passage may extend in an axial direction and is coupled to the opening. The lubricating oil passage may be configured to cause lubricating oil to fly off toward the power split mechanism by rotating the input shaft with the use of the first motor.
With the above-described drive control system, by driving the first motor for supplying lubricating oil in the one-motor mode, the input shaft is rotated together with the engine. As the input shaft rotates, lubricating oil is caused to fly off from the lubricating oil passage by centrifugal force, so it is possible to actively supply lubricating oil toward the power split mechanism.
Features, advantages, and technical and industrial significance of exemplary embodiments of the invention will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:
An example of a hybrid vehicle to which the invention is applicable is shown by a skeletal view in
A plurality of (for example, three) pinion gears 7 that are in mesh with a sun gear 5 and a ring gear 6 are arranged between these sun gear 5 and ring gear 6. Those pinion gears 7 are supported by a carrier 8 so as to be rotatable and revolvable. A structure of supporting the pinion gears 7 by the carrier 8 is similar to a structure in a generally known planetary gear mechanism. The structure will be simply described. Pinion pins are supported by the carrier 8, and each of the pinion gears 7 is rotatably fitted to the outer peripheral side of a corresponding one of the pinion pins via a bearing, such as a needle bearing. Each of the pinion pins has an oil hole along its central axis. Another oil hole extends from each oil hole to the outer periphery. Lubricating oil is supplied to the bearings and the tooth flanks via these oil holes.
The carrier 8 is a so-called input element. Power from the engine 1 is transmitted to the carrier 8. That is, an output shaft (crankshaft) 9 of the engine 1 and the carrier 8 are coupled to each other via a damper mechanism 10. A brake mechanism 11 is provided between the carrier 8 and the engine 1. The brake mechanism 11 selectively stops rotation of the carrier 8. The brake mechanism 11 may be any one of a friction brake, a dog brake and a one-way clutch.
The first motor 2 is arranged along the same axis as the power split mechanism 4 across the power split mechanism 4 from the engine 1. The first motor 2 is coupled to the sun gear 5. Therefore, the sun gear 5 is a so-called reaction element. A rotor shaft of the first motor 2 and a sun gear shaft to which the rotor shaft is coupled are hollow shafts. The pump shaft 12 is inserted inside the hollow shafts. One end of the pump shaft 12 is coupled to the output shaft 9 of the engine 1 via the input shaft 81 as described above. An oil pump (mechanical oil pump (MOP)) 13 is coupled to the other end of the pump shaft 12. The MOP 13 is driven by the engine 1 to generate hydraulic pressure for control and hydraulic pressure for lubrication. Therefore, a second oil pump (electric oil pump (EOP)) 14 is provided in parallel with the MOP 13. The second oil pump 14 is driven by a motor in order to ensure hydraulic pressure at the time when the engine 1 is stopped.
The ring gear 6 in the planetary gear mechanism that constitutes the power split mechanism 4 is a so-called output element. An output gear 15 that is an external gear is integrally provided with the ring gear 6. The output gear 15 is coupled to a differential gear 17 via a counter gear unit 16. That is, a driven gear 19 connected to a counter shaft 18 is in mesh with the output gear 15. A drive gear 20 having a smaller diameter than the driven gear 19 is connected to the counter shaft 18. The drive gear 20 is in mesh with a ring gear 21 in the differential gear 17. A driving force is output from the differential gear 17 to right and left drive wheels 22. Another drive gear 23 is in mesh with the driven gear 19. The second motor 3 is coupled to the drive gear 23. That is, torque of the second motor 3 is added to torque that is output from the output gear 15. The drive gear 20 is an example of an output member in the embodiment of the invention. The first motor 2 and the second motor 3 are electrically connected to each other via an electrical storage device (not shown) or an inverter (not shown), and are configured to be able to supply electric power generated by the first motor 2 to the second motor 3.
The above-described hybrid vehicle is allowed to be selectively set to any one of three drive modes, that is, a hybrid mode (HV mode), a two-motor mode (hereinafter, referred to as 2 MG mode) and a one-motor mode (hereinafter, referred to as 1 MG mode). The HV mode is a drive mode in which power output from the engine 1 is distributed by the power split mechanism 4 to the first motor 2 side and the output gear 15 side, electric power generated by the first motor 2 functioning as a power generator is supplied to the second motor 3, and the output torque of the second motor 3 is added to the torque of the output gear 15 in the counter gear unit 16. The 2 MG mode is a mode in which the first motor 2 and the second motor 3 are operated as driving force sources for propelling the hybrid vehicle, and the hybrid vehicle travels by the use of the power of these two motors 2, 3. In this case, the output shaft 9 and the carrier 8 are fixed by the brake mechanism 11. Therefore, the power split mechanism 4 functions as a speed reduction mechanism between the first motor 2 and the output gear 15. The 1 MG mode is a mode in which the hybrid vehicle travels by using the second motor 3 as a driving force source.
Driving torque, fuel economy, and the like, are different from one another among these drive modes, so regions of those drive modes are determined by a vehicle speed, a driving force, and the like, and the drive mode is selected on the basis of a required driving force, represented by an accelerator position, and a vehicle speed.
When the above-described hybrid vehicle travels in the 2 MG mode, not only the second motor 3 outputs driving force but also the first motor 2 rotates in a negative direction (a direction opposite to the normal rotation direction of the engine 1) in a state where the output shaft 9 and the carrier 8 are fixed by the brake mechanism 11 to output driving force. Therefore, a large load (torque) is exerted on the power split mechanism 4 (particularly, the pinion gears 7 and the pinion pins). Because the carrier 8 is not rotating, the amount of lubricating oil supplied reduces as compared to the case where the hybrid vehicle is traveling in the HV mode. In the 2 MG mode, the temperature of the power split mechanism 4 tends to rise because of such factors, that is, an increase in load, a reduction in the amount of lubricating oil, or the like, and, when the temperature or the temperature of lubricating oil reaches an upper limit temperature determined by design, the 2 MG mode is prohibited. The drive control system according to the invention is configured to actively cool the power split mechanism 4 of which the temperature has risen in this way. An example of the control is shown by the flowchart in
The control shown in the flowchart is executed by the above-described ECU 24 when the hybrid vehicle is traveling or the 2 MG mode is set. Initially, it is determined whether the 2 MG mode is cancelled (step S1). This determination may be made on the basis of the vehicle speed, the required driving force and the map shown in
When negative determination is made is step S2, the process returns without any particular control. In contrast, when affirmative determination is made in step S2, motoring is carried out (step S3), and then the process returns. Motoring is to rotate the engine 1 by using external force and, more specifically, is to rotate the output shaft 9 of the engine 1 in the forward direction (rotate the engine 1 in the normal direction of the engine 1) with the use of the first motor 2. The motoring may be carried out just after the 2 MG mode is cancelled and the 1 MG mode is set or at the instance when the 1 MG mode is set or may be carried out after a lapse of a predetermined time from when the 1 MG mode is set. In short, the motoring just needs to be carried out in a state where the 1 MG mode is set.
The 1 MG mode is a drive mode in which the second motor 3 is used as a driving force source, and the first motor 2 is not used as a driving force source for propelling the hybrid vehicle, so the first motor 2 is allowed to be stopped or driven where necessary. When the first motor 2 is rotated in the forward direction in a state where fixing of the output shaft 9 by the above-described brake mechanism 11 is released, reaction torque in a direction to stop the rotation of the ring gear 6 is exerted on the ring gear 6 in the power split mechanism 4, so torque in the forward rotation direction acts on the carrier 8 and the output shaft 9 coupled to the carrier 8. Therefore, the output shaft 9 and the input shaft 81 and pump shaft 12 coupled to the output shaft 9 are rotated, and the MOP 13 is driven accordingly to generate hydraulic pressure.
At least part of hydraulic pressure generated in the MOP 13 is transferred through the lubricating oil passage 83 to the outer periphery of the input shaft 81. When the hydraulic pressure is sufficiently high, lubricating oil is injected from an opening 84 of the lubricating oil passage 83 toward the power split mechanism 4. Centrifugal force acts on lubricating oil because of rotation of the input shaft 81, and lubricating oil is caused to fly off outward in the radial direction of the input shaft 81, that is, toward the power split mechanism 4, by the centrifugal force. Lubricating oil is actively supplied from the MOP 13 toward the power split mechanism 4 (particularly, the pinion gears 7 and the pinion pins) that has risen in temperature in the 2 MG mode and that is not associated with generation of driving force for propelling the hybrid vehicle in the 1 MG mode. Because the lubricating oil removes heat from the power split mechanism 4, the power split mechanism 4 is actively cooled. In this case, when a condition that the state of charge (SOC) in the electrical storage device is sufficient, or the like, is satisfied, the EOP 14 may be driven together to increase the amount of oil.
As described above, in the drive control system according to the invention, when the drive mode changes from the 2 MG mode, in which the temperature of the power split mechanism 4 tends to rise, to the 1 MG mode, the MOP 13 is driven by the first motor 2, which is not used to generate driving force, to generate hydraulic pressure for lubrication. Because the thus pressurized lubricating oil is supplied to the power split mechanism 4, the power split mechanism 4 is promptly cooled, and the temperature of the power split mechanism 4 decreases. Therefore, because the condition that restrains setting of the 2 MG mode in terms of temperature is early resolved, the 2 MG mode is allowed to be set immediately when the hybrid vehicle enters the traveling state based on which the 2 MG mode should be set, and a time until the temperature of the power split mechanism 4 in the resumed 2 MG mode reaches a predetermined upper limit temperature extends. In any case, a period during which the 2 MG mode is allowed to be set extends and, by extension, electric power is effectively utilized, so it is possible to improve the fuel economy of the hybrid vehicle.
The invention is applicable to a drive control system for a hybrid vehicle including not only the above-described MOP 13 but also the EOP 14 or a hybrid vehicle including further another oil pump (not shown). Hydraulic pressure discharged from the other oil pump is allowed to be supplied from the above-described lubricating oil passage 83 toward the power split mechanism 4. In this case, unless the input shaft 81 is rotating, it is not possible to supply lubricating oil by utilizing centrifugal force. However, it is possible to rotate the carrier 8 because of rotation of the ring gear 6 in the 1 MG mode, so, even when lubricating oil does not fly off by centrifugal force, it is possible to sufficiently supply lubricating oil, flowing out from the lubricating oil passage 83, to the pinion gears 7 and the pinion pins. A control example shown in
Specifically, the control example shown in
When negative determination is made in step S21, that is, when the amount of lubricating oil that is supplied by the other oil pump is larger than the threshold Qth, the process returns without any particular control. That is, motoring using the first motor 2 is not carried out. In contrast, when affirmative determination is made in step S21, that is, when the amount of lubricating oil that is supplied by the other oil pump is smaller than or equal to the threshold Qth, motoring using the first motor 2 is carried out in order to compensate for an insufficient amount of lubricating oil (step S3).
With the configuration that executes the control shown in
Lubricating oil may be supplied to the power split mechanism 4 not with the use of the MOP 13, the EOP 14 or the other oil pump. For example, the lower portion of the ring gear 6 in the planetary gear mechanism that constitutes the power split mechanism 4 or the lower portion of the differential gear 17 may be immersed in lubricating oil in an oil reservoir. In such a case, rotary members, such as the ring gear 6 and the differential gear 17, rotate to dip lubricating oil, and the lubricating oil flows down toward the pinion gears 7 and the pinion pins to lubricate or cool the pinion gears 7 and the pinion pins. When such so-called dipping lubrication is sufficiently carried out, supplying lubricating oil by driving the first motor 2 may be restricted. An example shown in
Specifically, the control example shown in
When negative determination is made in step S22, that is, when the vehicle speed V is higher than the threshold Vth, the process returns without any particular control. That is, motoring using the first motor 2 is not carried out. This is because the amount of lubricating oil that is dipped by the rotary members, such as the ring gear 6 and the differential gear 17, is sufficient to lubricate and cool the power split mechanism 4. In contrast, when affirmative determination is made in step S22, that is, when the vehicle speed V is lower than or equal to the threshold Vth and the amount of lubricating oil that is dipped by the rotary members, such as the ring gear 6 and the differential gear 17, is insufficient, motoring using the first motor 2 is carried out in order to compensate for the insufficient amount of lubricating oil (step S3).
With the configuration that executes the control shown in
Control for increasing the amount of lubricating oil by driving the MOP 13 with the use of the first motor 2 is executed in order to decrease the temperature of the power split mechanism 4 that has risen in temperature in the 2 MG mode. Therefore, when it is presumed that the temperature of the power split mechanism 4 has not particularly risen, control for driving the MOP 13 with the use of the first motor 2 does not need to be executed in the 1 MG mode.
Specifically, the control example shown in
When the load of the first motor 2 in the 2 MG mode is smaller than the threshold, the temperature of the power split mechanism 4 is low; whereas, when the load of the first motor 2 is larger than or equal to the threshold, the temperature of the power split mechanism 4 is high. Therefore, in step S23, substantially, the temperature of the power split mechanism 4 at the time when the 2 MG mode is terminated or at the time when the drive mode switches to the 1 MG mode.
When negative determination is made in step S23, that is, when the load of the first motor 2 is smaller than the threshold, the process returns without any particular control. That is, motoring using the first motor 2 is not carried out. This is because the temperature of the power split mechanism 4 is not particularly high and it is presumably not particularly required to actively cool the power split mechanism 4. In contrast, when affirmative determination is made in step S23, that is, when the load of the first motor 2 is larger than or equal to the threshold, motoring using the first motor 2 is carried out in order to actively cool the power split mechanism 4 (step S3).
With the configuration that executes the control shown in
As already described above, each drive mode is selected in response to a traveling state that is determined by a vehicle speed, a required driving force, and the like, so a change of the drive mode from the 2 MG mode to the 1 MG mode occurs because of a change of the traveling state. In the 2 MG mode, the first motor 2 operates to output driving force for propelling the hybrid vehicle, a load is exerted on the power split mechanism 4, and the temperature of the power split mechanism 4 tends to rise. In such a case as well, the drive mode can be changed from the 2 MG mode to the 1 MG mode. This is to protect the device or maintain the durability. A control example in the case where the drive mode is changed to the 1 MG mode because of such a temperature is shown in
In the control example shown in
In step S52, it is determined whether the estimated temperature Tpin is lower than a predetermined threshold. The threshold is an upper limit temperature at or below which the 2 MG mode is allowed to be executed, and is determined by design in consideration of the durability of the power split mechanism 4, or the like. When affirmative determination is made in step S52, it is allowed to continue the 2 MG mode, so the process returns without starting any new control. In contrast, when negative determination is made in step S52, it is determined whether the 2 MG mode is cancelled (step S53). Step S53 is to determine whether a 2 MG mode cancellation condition other than a temperature is satisfied, and the 2 MG mode cancellation condition is, for example, a vehicle speed, a required driving amount such as an accelerator position, or the like. When negative determination is made in step S53, the process returns without any particular control. In contrast, when affirmative determination is made in step S53, it is determined whether it is possible to drive the hybrid vehicle with the use of only the second motor 3 (MG2) (step S54). This determination is a similar determination to that of the above-described step S2 shown in
Subsequently, it is determined whether the duration of motoring is longer than or equal to a threshold Time_off for the motoring (step S56). The duration of motoring may be measured by starting counting at the instance when motoring is carried out in step S55. The threshold Time_off is a time that is required for the temperature of the power split mechanism 4 that is cooled as a result of motoring in step S56 becomes lower than or equal to a predetermined reference temperature, and may be obtained in advance by an experiment, simulation, or the like. Because the degree of cooling the power split mechanism 4 is influenced by an ambient temperature, the temperature of lubricating oil, and the like, the reference temperature may be a variable that changes with these temperatures.
When negative determination is made in step S56, it means that the temperature of the power split mechanism 4 (particularly, the pinion gears 7 and the pinion pins) has not sufficiently decreased yet, so motoring is continued (step S57), and the process returns to step S56. In contrast, when affirmative determination is made in step S56, it means that the temperature of the power split mechanism 4 (particularly, the pinion gears 7 and the pinion pins) has decreased to the reference temperature or below, so motoring is cancelled (stopped) (step S58). At the instance when motoring is cancelled, counting of the duration of motoring is stopped, and the counted value is reset to zero.
With the configuration that executes the control shown in
When the temperature of the power split mechanism 4, such as the temperature of the pinion gears 7 and pinion pins, is configured to be estimated, the above-described motoring may be carried out or not carried out on the basis of the estimated temperature Tpin.
When negative determination is made in step S59 as a result of the fact that the estimated temperature Tpin has not reached the upper limit value Tpin_th2, the process returns without any particular control. In contrast, when affirmative determination is made in step S59 as a result of the fact that the estimated temperature Tpin is higher than or equal to the upper limit value Tpin th2, motoring is carried out (step S55). Therefore, with the configuration that executes the control shown in
Each of the above-described embodiments is an example in which the invention is applied to the drive control system for a hybrid vehicle in which the MOP 13 is coupled to the engine 1, so the MOP 13 is driven in the 1 MG mode or the engine 1 is subjected to motoring with the use of the first motor 2 in order to increase the amount of lubricating oil supplied. That is, in each of the above-described embodiments, the amount of lubricating oil that is discharged from the MOP 13 increases by driving the first motor 2 in the 1 MG mode, and the amount of lubricating oil that flies off as a result of rotation of the input shaft 81 (lubricating oil passage 83) increases. In short, the drive control system according to the invention just needs to be configured to increase the amount of lubricating oil supplied in order to cool the power split mechanism 4 or the pinion gears 7 and pinion pins of the power split mechanism 4. Therefore, the amount of lubricating oil that is supplied to the power split mechanism 4 in the 1 MG mode may be increased by any one of control for driving the MOP 13 with the use of the first motor 2 and control for rotating the lubricating oil passage 83 with the use of the first motor 2, instead of the above-described motoring.
An example shown in
The hybrid vehicle to which the invention is applied may include a powertrain other than the powertrain shown in
The invention is not limited to the above-described embodiments. The invention may be implemented by a combination of the above-described embodiments as needed without any contradiction in control. In the above-described embodiments, the power split mechanism is formed of the single-pinion-type planetary gear mechanism. In the invention, the power split mechanism may be formed of a double-pinion-type planetary gear mechanism.
Number | Date | Country | Kind |
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2015-005571 | Jan 2015 | JP | national |