Control device for hybrid vehicle

Abstract

The present invention can improve the riding feeling of the vehicle by effectively reducing the engine speed in the waste power control, and improve the controllability by effectively increasing the power consumption to increase the freedom of energy management of the vehicle. The control device of the hybrid vehicle can perform the first brake control and the second brake control as the control during the regenerative action of the electric motor. The first brake control is that when the remaining capacity of the battery is less than the threshold, only the charging action of charging the battery with the power generated during the regenerative action is performed. The second brake control is that when the remaining capacity is greater than the threshold, the waste power action of supplying the power to the generator and transmitting the rotational power generated by the generator to the engine via the power transmission mechanism is performed in addition to the charging action. When the second brake control is performed, the flow rate of the working oil supplied as lubricating oil to the power transmission mechanism is increased compared with the case of the first brake control.

Description

Technical Field

[0001] The present invention relates to a control device for a hybrid vehicle having an engine and an electric motor as drive sources. Background Art

[0002] In the past, for example, as shown in Patent Document 1, there is a hybrid vehicle having an engine and an electric motor as a driving source. For such a hybrid vehicle, when the battery (storage device) is fully charged (when the remaining capacity SOC of the battery is above a threshold), the power generated by the electric motor functioning as a generator (generator) cannot be stored in the battery according to deceleration regeneration. Therefore, when the battery is fully charged, a control is implemented to transmit the power generated by the generator to the traction motor (drive motor), and the traction motor causes the engine to idle, thereby consuming power (hereinafter referred to as waste power control) to consume power.

[0003] Furthermore, in the conventional technology described in Patent Document 2, when the battery is fully charged, waste power control is performed by operating the electric oil pump at maximum power consumption to consume power.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Publication No. 2019-1351

[0007] Patent Document 2: Japanese Patent Application Publication No. 2010-151100 Summary of the invention

[0008] However, when performing waste power control as described in Patent Document 1, the engine speed may be increased by idling the engine with the traction motor. If the engine speed increases, the vehicle will generate vibration and noise, and if these are felt by the passengers, there is a concern that the ride feeling, such as the comfort of the vehicle, will be affected. In particular, when the vehicle is decelerated, the engine speed is likely to become high, and there is a greater concern that the vibration and noise of the vehicle will increase. Therefore, when performing waste power control, it is necessary to reduce the engine speed as much as possible to improve the ride feeling of the vehicle.

[0009] On the other hand, for hybrid vehicles, if the waste power control when the battery is fully charged cannot fully consume electricity, it will restrict the energy management of the vehicle, and there is a concern that the efficiency of driving control, etc. cannot be achieved. Therefore, consuming electricity as efficiently as possible in waste power control is an important issue.

[0010] The present invention has been made in view of the above-mentioned problems, and its object is to provide a control device for a hybrid vehicle, which can improve the riding feeling of the vehicle by effectively reducing the engine speed during waste power control, and improve the controllability by increasing the freedom of energy management of the vehicle by effectively increasing the power consumption.

[0011] In order to achieve the above-mentioned object, in a control device for a hybrid vehicle of the present invention, the hybrid vehicle has a drive device 100 and a control mechanism 50 for controlling the drive device 100, the drive device 100 having: an internal combustion engine 10; a first rotating electric machine 11 for generating electricity by power of the internal combustion engine 10; a chargeable and dischargeable electric storage device 60; a second rotating electric machine 12 connected to a drive wheel 20 and driven by power supply from at least one of the electric storage device 60 and the first rotating electric machine 11; a power transmission mechanism 70 for transmitting power between the internal combustion engine 10, the first rotating electric machine 11, and the second rotating electric machine 12 and the drive wheel 20; and a hydraulic supply device 40 for supplying hydraulic pressure of working oil to the power transmission mechanism 70, the control device for the hybrid vehicle is characterized in that the hydraulic supply device 40 has: a first oil path L1 for supplying working oil to a disconnecting device 21 for power disconnection of the power transmission mechanism 70; second oil paths L5 and L2 for supplying working oil as lubricating oil to a part in the power transmission mechanism 70 that needs lubrication; and a hydraulic pressure supply device 40 for regulating the flow of working oil to the first oil path L1 and the flow rate regulating mechanisms 62, 64, 65 of the flow rates of the second oil passages L5 and L2, the control mechanism 50 can perform the first brake control and the second brake control as the control during the regenerative action of the second rotating electric machine 12, the first brake control is that when the remaining capacity of the battery 60 is less than the threshold value, only the charging action of charging the battery 60 with the electric power generated during the regenerative action of the second rotating electric machine 12 is performed, and the second brake control is that when the remaining capacity is greater than the threshold value, on the basis of the charging action of charging the battery 60 with the electric power generated during the regenerative action of the second rotating electric machine 12 or in a manner not to perform the charging action, the electric power is supplied to the first rotating electric machine 11 and the rotary power generated by the first rotating electric machine 11 is transmitted to the internal combustion engine 10 via the power transmission mechanism 70. When the control mechanism 50 performs the second brake control, compared with the case of performing the first brake control, the flow rate of the working oil supplied to the second oil passages L5 and L2 is increased through the flow regulating mechanisms 62, 64, 65.

[0012] In addition, the control device of the hybrid vehicle may be that the hydraulic supply device 40 has a hydraulic regulating mechanism 61, 63 for regulating the hydraulic pressure of the working oil supplied to the power transmission mechanism 70, and the control mechanism 50, when performing the second braking control, controls the hydraulic pressure of the working oil supplied to L5, L2 to be increased through the hydraulic regulating mechanism 61, 63 compared to the case of performing the first braking control.

[0013] According to the control device of the hybrid vehicle of the present invention, when the second brake control is performed, the flow rate of the working oil supplied to the second oil passage is increased by the flow regulating mechanism compared with the first brake control, thereby increasing the flow rate of the working oil as the lubricating oil supplied to the power transmission mechanism. In addition, when the second brake control is performed, the hydraulic pressure of the working oil supplied to the second oil passage is increased by the hydraulic pressure regulating mechanism compared with the first brake control, thereby increasing the hydraulic pressure of the working oil as the lubricating oil supplied to the power transmission mechanism. By these means, in the waste power operation performed by the second brake control, the friction resistance (friction force) based on the working oil (lubricating oil) generated in the power transmission mechanism that transmits power from the first rotating electrical machine to the internal combustion engine can be intentionally increased. By this increased friction resistance, the engine speed can be effectively reduced, and the power consumed by the first rotating electrical machine can be effectively increased. Therefore, by effectively reducing the engine speed in the waste power control, the ride feeling of the vehicle can be improved, and by effectively increasing the power consumption, the freedom of energy management of the vehicle can be increased to improve the controllability.

[0014] In addition, as one embodiment of the control device of the hybrid vehicle of the present invention, the hydraulic supply device 40 includes: a pressure regulating valve 61 for regulating the pressure of the working oil discharged from the supply source OP1 of the working oil; switching valves 64 and 65 provided between the pressure regulating valve 61 and the first oil passage L1 and at least switching whether the working oil pressure-regulated by the pressure regulating valve 61 is supplied to the first oil passage L1; a first solenoid valve 62 for at least switching based on the switching valves 64 and 65; and a switching valve 64 and 65 for switching the hydraulic pressure of the working oil pressure-regulated by the pressure regulating valve 61 to at least the high pressure side and the low pressure side. The control mechanism 50 has a second solenoid valve 63 with two fewer stages. When the first braking control is performed, the first solenoid valve 62 is opened to supply working oil to the first oil circuit L1 by using the switching valves 64 and 65, and the hydraulic pressure of the working oil regulated by the pressure regulating valve 61 is set to the low-pressure side hydraulic pressure by closing the second solenoid valve 63. When the second braking control is performed, the supply to the first oil circuit L1 based on the switching valves 64 and 65 is stopped by closing the first solenoid valve 62, and the hydraulic pressure of the working oil regulated by the pressure regulating valve 61 is set to the high-pressure side hydraulic pressure by opening the second solenoid valve 63.

[0015] In addition, the above-mentioned signs are shown for reference to the reference signs of corresponding components in the embodiments described later.

[0016] Effects of the Invention

[0017] The hybrid vehicle control device of the present invention can improve the riding quality of the vehicle by effectively reducing the engine speed during waste power control, and can improve the controllability by effectively increasing the power consumption to increase the degree of freedom of vehicle energy management. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a diagram showing a schematic configuration of a hybrid vehicle according to one embodiment of the present invention.

[0019] Figure 2 It is a diagram showing a hydraulic control circuit.

[0020] Figure 3 The table shows the opening or closing of the first and second electromagnetic valves, the states of the regulating valve, the first switching valve, the relief valve, the line pressure, and the driving mode of the vehicle in each operating state of the hydraulic control circuit.

[0021] Figure 4 The diagrams show various states of the braking control. (a) is an explanatory diagram showing energy flow during the first braking control, and (b) is an explanatory diagram showing energy flow during the second braking control.

[0022] Figure 5 This is a flowchart showing the procedure of the second braking control including the friction force increasing control.

[0023] Figure 6 This is a graph showing the relationship between the engine speed and the friction resistance (friction force) in the power transmission mechanism.

[0024] Description of Reference Numerals

[0025] 1 Vehicle (Hybrid Vehicle)

[0026] 10 Engine (internal combustion engine)

[0027] 10a Rotation axis

[0028] 11 Generator (first rotating electrical machine)

[0029] 12 Electric motor (second rotating motor)

[0030] 13 Flywheel

[0031] 14 Input shaft

[0032] 15 Output shaft

[0033] 16Final drive gear

[0034] 17Final driven gear

[0035] 18 Differential gear

[0036] 19 Drive shaft

[0037] 20 wheels (driving wheels)

[0038] 21 Clutch (disconnecting device)

[0039] 22 driving gear

[0040] 23 driven gear

[0041] 24 motor shaft

[0042] 25 Generator shaft

[0043] 26 driving gear

[0044] 27 Generator drive gear

[0045] 28 Generator driven gear

[0046] 29 Pump shaft

[0047] 30 Oil pump gear

[0048] 32 Oil pump gear

[0049] 40 Hydraulic control circuit (hydraulic control device)

[0050] 41 Cooling part

[0051] 42 Lubricated part

[0052] 44 Oil cooler

[0053] 46 Accumulator

[0054] 47 Hydraulic sensor

[0055] 50 Control unit (ECU)

[0056] 51 Oil pan

[0057] 52 filters

[0058] 53 Oil temperature sensor

[0059] 56 Check valve

[0060] 57 Check valve

[0061] 60 Battery (storage battery)

[0062] 61 regulating valve

[0063] 61a Inlet port

[0064] 61b egress port

[0065] 61c Exit Port

[0066] 62 1st solenoid valve

[0067] 62a Solenoid

[0068] 63 2nd solenoid valve

[0069] 63a Solenoid

[0070] 64 1st switching valve

[0071] 64a Ingress Port

[0072] 64b egress port

[0073] 65 2nd switching valve

[0074] 66 Relief valve

[0075] 66a spring

[0076] 66b discharge port

[0077] 70 Power transmission mechanism

[0078] 100 drive unit

[0079] L1 clutch oil circuit

[0080] L2 lubrication oil circuit

[0081] L3 cooling oil circuit

[0082] L4 clutch basic oil circuit

[0083] L5 cooling / lubrication basic oil circuit

[0084] OP1, OP2 oil pump DETAILED DESCRIPTION

[0085] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. Figure 1 The hybrid vehicle 1 shown in the figure has: an engine (internal combustion engine) 10 as a driving source; an electric motor (second rotating electrical machine) 12 also as a driving source; and a generator (first rotating electrical machine) 11 as a generator.

[0086] The electric motor 12 is driven by receiving power from the battery 60 and can assist the engine driving force. In addition, when decelerating, the electric motor 12 can generate electricity through the rotational drive from the wheel 20 side to charge the battery 60 (energy regeneration). In this way, the vehicle 1 is a hybrid vehicle that uses the engine 10 and the electric motor 12 as driving sources and can regenerate energy by the generator 11.

[0087] [Basic structure of the drive unit]

[0088] The drive device 100 includes an input shaft 14 connected to an output shaft (crankshaft) 10a of the engine 10 via a flywheel 13, and an output shaft 15 arranged parallel to the input shaft 14. The output shaft 15 is connected to left and right wheels 20 via a final drive gear 16, a final driven gear 17, a differential gear 18, and left and right drive shafts 19.

[0089] The input shaft 14 supports a first drive gear 22 via a clutch (connecting / disconnecting device) 21 , and the first drive gear 22 meshes with a driven gear 23 fixed to the output shaft 15 .

[0090] A generator shaft 25 is relatively rotatably fitted inside the hollow motor shaft 24, and the generator 11 is coaxially arranged with the electric motor 12. The second drive gear 26 fixed to the motor shaft 24 meshes with the driven gear 23, and the generator drive gear 27 fixed to the input shaft 14 meshes with the generator driven gear 28 fixed to the generator shaft 25.

[0091] According to the drive device 100 constructed in this way, when the electric motor 12 is driven, the driving force of the electric motor 12 is transmitted to the left and right wheels 20 via the second drive gear 26, the driven gear 23, the output shaft 15, the final drive gear 16, the final driven gear 17, the differential gear 18 and the drive shaft 19 in sequence.

[0092] Since the electric motor 12 can rotate in both forward and reverse directions, the vehicle can be driven forward and backward according to its rotation direction. In addition, when the vehicle is decelerated, if the electric motor 12 is driven by the driving force transmitted from the wheels 20 and acts as a generator, the kinetic energy of the vehicle can be recovered as electrical energy.

[0093] On the other hand, if the engine 10 is driven with the clutch 21 closed, the driving force of the engine 10 is transmitted to the left and right wheels 20 via the flywheel 13, the input shaft 14, the clutch 21, the first drive gear 22, the driven gear 23, the output shaft 15, the final drive gear 16, the final driven gear 17, the differential gear 18 and the drive shaft 19 in sequence.

[0094] Thus, when the vehicle is traveling forward, the driving force of the electric motor 12 can be assisted by the driving force of the engine 10. At this time, if the electric motor 12 is allowed to idle, the vehicle can be driven forward only by the driving force of the engine 10.

[0095] When the engine 10 is driven, the driving force of the engine 10 is sequentially transmitted to the generator 11 via the flywheel 13, the input shaft 14, the generator drive gear 27, the generator driven gear 28, and the generator shaft 25. Thus, the generator 11 can generate electricity. Conversely, if the generator 11 is driven as a motor while the engine 10 is stopped, the engine 10 can be started by the driving force.

[0096] Furthermore, the drive device 100 has two oil pumps OP1 and OP2 disposed in a housing (not shown). The first oil pump OP1 is a mechanical oil pump driven along with the driving of the engine 10. Here, the first oil pump gear 30 fixed to the pump shaft (first oil pump drive shaft) 29 of the first oil pump OP1 is meshed with the generator drive gear 27. Thus, when the engine 10 is driven, the first oil pump OP1 is always driven.

[0097] The second oil pump OP2 is a mechanical oil pump driven by the rotation of the drive shaft 19. Here, the second oil pump gear 32 fixed to the pump shaft (second oil pump drive shaft) 31 of the second oil pump OP2 meshes with the final driven gear 17. Thus, the second oil pump OP2 is always driven when the vehicle moves forward.

[0098] 〔Hydraulic control circuit〕

[0099] Figure 2 Yes means Figure 1 The hydraulic control circuit diagram of the drive device is shown in FIG. Figure 2 As shown, the drive device 100 includes a hydraulic control circuit (hydraulic control device) 40 for supplying appropriate hydraulic pressures to the clutch oil passage L1 , the lubricating oil passage L2 , and the cooling oil passage L3 .

[0100] Specifically, the clutch oil circuit L1 is an oil circuit for supplying oil to the clutch 21, and is connected to the oil chamber of the clutch 21, specifically, the back pressure chamber. In addition, the clutch oil circuit L1 is provided with an accumulator 46 and a hydraulic pressure sensor 47 for detecting the hydraulic pressure (clutch pressure) of the clutch oil circuit L1. The lubricating oil circuit L2 is an oil circuit for lubricating the lubricated part 42 with oil. Here, the lubricated part 42 is the differential gear 18 (see Figure 1 ) and bearings in the drive device 100 and other parts that need lubrication in the drive device 100. The cooling oil circuit L3 is an oil circuit for cooling the cooled part 41 by oil. Here, the cooled part 41 is the electric motor 12 and the generator 11. In addition, an oil cooler 44 is provided on the cooling oil circuit L3.

[0101] In order to perform power supply control, energy regeneration control (charging control) and control of the drive device 100 , an ECU (Electronic Control Unit) 50 is mounted on the vehicle. The ECU 50 controls the electric motor 12 , the generator 11 , the hydraulic control circuit 40 and the like.

[0102] ECU50 includes a CPU for executing various calculation processes, and a storage device (memory) composed of a ROM and a RAM for storing various calculation programs, various tables, calculation results, etc. executed by the CPU, inputs various electrical signals, and outputs drive signals to the outside based on the calculation results, etc.

[0103] The hydraulic control circuit 40 includes a regulating valve (pressure regulating valve) 61 , two solenoid valves 62 , 63 , two switching valves 64 , 65 , a relief valve 66 , and the like.

[0104] The discharge port of the first oil pump OP1 is connected to the inlet port 61a of the regulating valve 61. When the first oil pump OP1 is driven, oil is drawn from the oil pan 51 and supplied to the regulating valve 61 through the filter 52. The oil pan 51 is provided with an oil temperature sensor 3 for detecting the temperature of the oil stored in the oil pan 51.

[0105] On the other hand, when the second oil pump OP2 is driven, oil is drawn from the oil pan 51 and supplied to the lubricating oil path L2 or the cooling oil path L3 via the filter 52. In addition, the oil path is configured so that when the vehicle moves forward, even if the engine 10 stops, an appropriate hydraulic pressure can be supplied to the lubricating oil path L2. In addition, two check valves (one-way valves) 56 and 57 are provided in the oil path to prevent aeration caused by the second oil pump OP2 when the vehicle moves backward.

[0106] The regulating valve 61 is configured to regulate the hydraulic pressure discharged from the first oil pump OP1, and can selectively switch between a first switching state in which a high hydraulic pressure (high line pressure) capable of operating the clutch 21 is supplied to the clutch base oil circuit L4 on the clutch oil circuit L1 side, and a second switching state in which a low hydraulic pressure (low line pressure) capable of not operating the clutch 21 is supplied to the clutch base oil circuit L4 on the clutch oil circuit L1 side. This switching is performed based on a control pressure input from the second solenoid valve 63 to the regulating valve 61 via the second switching valve 65. In addition, the regulating valve 61 supplies hydraulic pressure to the cooling oil circuit L3 and the cooling / lubricating base oil circuit L5 on the lubricating oil circuit L2 side in both the first switching state and the second switching state.

[0107] In the first switching state, the regulating valve 61 supplies the high line pressure from the first outlet port 61b via the clutch base oil passage L4 to the first switching valve 65. In the second switching state, the regulating valve 61 supplies the low line pressure from the first outlet port 61b via the clutch base oil passage L4 to the second switching valve 65. In addition, the regulating valve 1 supplies the residual pressure of the line pressure from the second outlet port 61c to the cooling / lubricating base oil passage L5 in both the first switching state and the second switching state.

[0108] Each solenoid valve 62, 63 is a normally closed linear solenoid valve that opens according to the current value of the solenoid 62a, 63a and outputs a control pressure corresponding to the current value. When the power is cut off, the valve is closed and the output of the control pressure is stopped. In the following description, the state in which the solenoid 62a, 63a of the solenoid valve 62, 63 is energized (the state in which the solenoid valve 62, 63 outputs the control pressure) is sometimes referred to as the state in which the solenoid valve 62, 63 is opened (open state), and the state in which the solenoid 62a, 63a of the solenoid valve 62, 63 is cut off (the state in which the solenoid valve 62, 63 does not output the control pressure) is sometimes referred to as the state in which the solenoid valve 62, 63 is closed (closed state).

[0109] The control pressure output from the second solenoid valve 63 is input to the second switching valve 65 as a back pressure to push the second switching valve 65 to the opening side on the left side of the drawing. Thus, a hydraulic pressure corresponding to the control pressure is supplied from the second switching valve 65 to the first switching valve 64 .

[0110] The control pressure output from the second electromagnetic valve 63 is input to the regulating valve 61 via the second switching valve 65 as a back pressure to push the regulating valve 61 to the right side of the drawing. Thus, the regulating valve 61 is switched between the first switching state and the second switching state.

[0111] The two switching valves 64 and 65 are connected in series between the clutch base oil passage L4 and the clutch oil passage L1. The first switching valve 64 is configured to selectively switch between a third switching state in which the clutch base oil passage L4 is connected to the clutch oil passage L1 and hydraulic pressure (clutch pressure) is supplied to the clutch 21, and a fourth switching state in which the clutch base oil passage L4 and the clutch oil passage L1 are disconnected and no clutch pressure is supplied to the clutch 21. This switching is performed based on the control pressure input from the first solenoid valve 62 to the first switching valve 64.

[0112] In the third switching state, the control pressure is input from the first solenoid valve 62 to the first switching valve 64. In the first switching valve 64, its inlet port 64a and the outlet port 64b are connected, and the pipeline pressure supplied via the clutch basic oil circuit L4 and the second switching valve 65 is supplied to the clutch oil circuit L1 as a clutch pressure corresponding to the control pressure.

[0113] On the other hand, in the 4th switching state, no control pressure is input from the 1st solenoid valve 62 to the 1st switching valve 64, or, no control pressure sufficient for the back pressure to push the 1st switching valve 64 to the opening side on the left side of the drawing is input, so that in the 1st switching valve 64, the connection between its inlet port 64a and the outlet port 64b is cut off, and no clutch pressure is supplied to the clutch oil circuit L1.

[0114] The relief valve 66 is provided in the lubricating base oil passage L5 and is configured to be selectively switchable between a fifth switching state for supplying hydraulic pressure from the cooling / lubricating base oil passage L5 to the cooling oil passage L3 and the lubricating oil passage L2 and a sixth switching state for draining the cooling / lubricating base oil passage L5.

[0115] The control pressure input from the first electromagnetic valve 62 to the first switching valve 64 is also input to the relief valve 66 via the second switching valve 65 as a back pressure to push the relief valve 66 to the left opening side in the drawing. Thus, the relief valve 66 is switched between the fifth switching state and the sixth switching state.

[0116] In this way, the first solenoid valve 62 outputs the control pressure capable of switching the third switching state of the first switching valve 64 and the fifth switching state of the relief valve 66 , and the fourth switching state of the first switching valve 64 and the sixth switching state of the relief valve 66 .

[0117] The relief valve 66 is held in the closed position on the right side of the drawing by the force of the spring 66a. Therefore, normally, the hydraulic pressure of the cooling / lubricating base oil circuit L5 is maintained. However, if the control pressure output from the second solenoid valve 62 is input as a back pressure to push the relief valve 66 to the open side on the left side of the drawing, the relief valve 66 is switched to the open position against the biasing force of the spring 66a, and the oil is discharged from the discharge port 66b.

[0118] 〔Working Status〕

[0119] Below, refer to Figure 3 Four operating states of the hydraulic control circuit 40 configured as described above will be described. Figure 3 The table shows the opening or closing of the first and second electromagnetic valves 62 and 63, the states of the regulating valve 61, the first switching valve 64, the relief valve 66, the line pressure, and the driving mode of the vehicle in each operating state of the hydraulic control circuit 40. Each operating state occurs according to the energization state of the solenoids 62a and 63a (the opening / closing state of the electromagnetic valves 62 and 63) based on the command from the ECU 50.

[0120] 〔First working state〕

[0121] The first operating state is a state in which a necessary amount of hydraulic pressure is supplied to the cooling oil passage L3 and the lubricating oil passage L2, and a high clutch pressure is supplied to operate the clutch 21. The first operating state is, for example, a state generated in an OD (over drive) mode in which the clutch 21 is closed and the vehicle is driven by the driving force of the engine 10.

[0122] In the first operating state, the solenoids 63a and 62a of the second solenoid valve 63 and the first solenoid valve 62 are energized. The second solenoid valve 63 energized to the solenoid 63a outputs a control pressure, which operates the second switching valve 65 and is input to the regulating valve 61, and the regulating valve 61 is in the first switching state. Therefore, the high pressure line pressure is supplied from the regulating valve 61 to the clutch base oil circuit L4. In addition, the energized first solenoid valve 62 outputs a control pressure to the first switching valve 64, and the first switching valve 64 is in the third switching state. As a result, the high pressure line pressure input to the first switching valve 64 passes through the first switching valve 64, and the high clutch pressure is supplied to the clutch 21 via the clutch oil circuit L1.

[0123] The control pressure output from the first solenoid valve 62 is input to the relief valve 66 via the two switching valves 64 and 65, and the relief valve 66 is switched to the sixth switching state. As a result, the cooling / lubricating base oil passage L5 is drained, and no hydraulic pressure is supplied to the cooling oil passage L3 and the lubricating oil passage L2.

[0124] [Second working state]

[0125] The second operating state is a state in which hydraulic pressure is supplied to the cooling oil passage L3 only when necessary and a high clutch pressure does not need to be supplied to the clutch 21. The second operating state is, for example, an ECVT mode in which the vehicle is driven by the driving force of the electric motor 12 and the electric motor 2 does not need to be cooled due to low temperature.

[0126] In the second operating state, normally, the solenoid 63a of the second electromagnetic valve 63 is not energized, and the solenoid 62a of the first electromagnetic valve 62 is energized. Since the solenoid 63a is not energized, the second electromagnetic valve 63 does not output the control pressure, and the regulating valve 61 to which the control pressure is not input is in the second switching state. Therefore, the low line pressure is supplied from the regulating valve 61 to the clutch base oil circuit L4, and the line pressure is supplied to the cooling / lubricating base oil circuit L5. However, the first electromagnetic valve 62 to which the solenoid 62a is energized outputs the control pressure, and the relief valve 66 to which the control pressure is input is in the sixth operating state, and the oil supplied to the cooling / lubricating base oil circuit L5 is discharged.

[0127] 〔Working Status 3〕

[0128] The third operation state is a state in which hydraulic pressure is supplied to the cooling oil circuit L3 and the lubricating oil circuit L2 only when necessary, and it is not necessary to supply a high clutch pressure to the clutch 21. The third operation state is, for example, a state in an OD (overdrive) mode in which the vehicle is driven by the driving force of the engine 10. In addition, the third state is also a state in which the friction force increase control is implemented in the second brake control accompanied by the implementation of the waste power operation described later.

[0129] In the third working state, although the solenoid 63a of the second electromagnetic valve 63 is energized, the solenoid 62a of the first electromagnetic valve 62 is not energized. The second electromagnetic valve 63, to which the solenoid 63a is energized, outputs the control pressure, and the regulating valve 61 to which the control pressure is input becomes the first switching state. Therefore, the high-pressure line pressure is supplied from the regulating valve 61 to the clutch base oil circuit L4. However, the first electromagnetic valve 62, to which the solenoid 62a is not energized, does not output the control pressure, and the first switching valve 64 becomes the fourth switching state, and the hydraulic pressure (clutch pressure) is not supplied to the clutch oil circuit L1. On the other hand, the working oil is supplied to the cooling oil circuit L3 and the cooling / lubricating base oil circuit L5 on the lubricating oil circuit L2 side. At this time, since the hydraulic pressure is not supplied to the clutch oil circuit L1, the flow rate of the working oil supplied to the cooling / lubricating base oil circuit L5 and the lubricating oil circuit L2 increases compared with the case of the third switching state. In addition, in the third state, since the first solenoid valve 62 is closed, the overflow valve 66 becomes the fifth switching state (no discharge) in which hydraulic pressure is supplied from the cooling / lubrication base oil circuit L5 to the cooling oil circuit L3 and the lubrication oil circuit L2, thereby becoming a state in which working oil as lubricating oil is supplied to the lubrication oil circuit L2.

[0130] [Fourth working state]

[0131] The fourth operating state is a state in which it is not necessary to supply a high clutch pressure to the clutch 21 and oil needs to be supplied to the cooling oil circuit L3 and the lubricating oil circuit L2. The fourth operating state is, for example, a state that occurs when the engine 10 is not driven, except in an ECVT mode or an EV mode in which the vehicle is driven by the driving force of the electric motor 12 at low temperatures, such as an idling stop, an engine start, an engine stop, an idling charge, etc.

[0132] In the fourth operating state, the solenoids 62a and 63a of the two solenoid valves 62 and 63 are not energized. Since the solenoid 63a is not energized, the second solenoid valve 63 does not output the control pressure, and the regulating valve 61, to which the control pressure is not input, becomes the second switching state. Therefore, the low line pressure is supplied from the regulating valve 61 to the clutch base oil circuit L4, and the line pressure is supplied to the cooling / lubricating base oil circuit L5. In addition, since the solenoid 62a is not energized, the first solenoid valve 62 also does not output the control pressure, and the relief valve 66 becomes the fifth switching state, and oil is supplied to the cooling oil circuit L3 and the lubricating oil circuit L2.

[0133] 〔Waste Electricity Control〕

[0134] Next, a description will be given of brake control methods that can be selected when braking the vehicle. Figure 4 Indicates the various states of brake control. Figure 4 (a) is an explanatory diagram showing the energy flow during the first brake control. Figure 4 (b) is an explanatory diagram showing the energy flow during the second brake control.

[0135] Figure 4 The first braking control shown in (a) is a control in which the charging performance of the battery 60 is not reduced because there is sufficient space in the remaining capacity of the battery 60. The electric motor 12 is operated as a generator by the power of the rotating drive wheel 20, and the regenerative power generated by the electric motor 12 is charged to the battery 60. In addition, Figure 4 The second brake control shown in (b) is a control in a case where there is not enough space in the remaining capacity of the battery 60 and the charging performance of the battery 60 is reduced (when the battery 60 is fully charged), and the electric motor 12 is operated as a generator by the power of the rotating drive wheel 20, and a part of the regenerative power generated by the electric motor 12 is charged to the battery 60, and the remaining regenerative power is consumed by driving the engine 10 in reverse (idling) by driving the generator 11 in a power-operated manner. In addition, the higher the vehicle speed VP, the higher the allowable value of the rotation speed of the engine 10 when performing the second brake control is set. In addition, in the second brake control, when the battery 60 is fully charged, the electric motor 12 is operated as a generator by the power of the rotating drive wheel 20, but the regenerative power generated by the electric motor 12 is not charged to the battery 60, and is completely consumed by driving the engine 10 in reverse by driving the generator 11 in a power-operated manner. When the remaining capacity of the battery 60 is equal to or less than a threshold value (a threshold value for determining that the battery 60 is fully charged), the first brake control described above is performed, and when the remaining capacity exceeds the threshold value, the second brake control described above is performed.

[0136] In this way, both the first brake control and the second brake control perform regenerative braking to operate the electric motor 12 as a generator. In addition, in the second brake control, the generator 11 is driven as a motor by at least a part of the regenerative power, and the load of the generator 11 is the engine 10. In other words, in the second brake control, at least a part of the regenerative power is consumed.

[0137] Furthermore, in the hybrid vehicle 1 of the present embodiment, during the implementation of the second brake control accompanying the above-mentioned waste power operation, the first solenoid valve 62 of the hydraulic control device 40 is closed, and the second solenoid valve 63 is opened, thereby setting a state of supplying a high pressure line pressure, and performing control to increase the friction resistance (friction force) of the engine 10 (rotating shaft 10a) by increasing the flow rate of lubricating oil (this is referred to as "friction force increase control"). The friction force increase control is described below.

[0138] Figure 5 Flowchart showing the sequence of the second braking control including the friction force increase control. Here, first, it is determined whether the vehicle 1 is decelerating during driving (step S1). The result is that if it is decelerating (yes), it is then determined whether the remaining capacity (SOC) of the battery 60 is below the threshold value (step S2). The result is that if the remaining capacity (SOC) is below the threshold value (yes), the first braking control without waste power operation is performed (step S3). On the other hand, if the remaining capacity (SOC) exceeds the threshold value (no), the second braking control with waste power operation is performed (step S4). And, the friction force increase control is implemented in the second braking control with waste power operation (step S5).

[0139] In the friction force increase control, as described in the third working state, although the solenoid 63a of the second electromagnetic valve 63 is energized, the solenoid 62a of the first electromagnetic valve 62 is not energized. The second electromagnetic valve 63 energized to the solenoid 63a outputs the control pressure, and the regulating valve 61 to which the control pressure is input is in the first switching state. Therefore, the high-pressure line pressure is supplied from the regulating valve 61 to the clutch base oil circuit L4. In addition, the first electromagnetic valve 62 energized to the solenoid 62a does not output the control pressure, and the second switching valve 64 is in the fourth switching state, and the hydraulic pressure (clutch pressure) is not supplied to the clutch oil circuit L1. On the other hand, the working oil is supplied to the cooling oil circuit L3 and the cooling / lubricating base oil circuit L5 on the lubricating oil circuit L2 side. At this time, since the hydraulic pressure is not supplied to the clutch oil circuit L1, the flow rate of the working oil supplied to the cooling / lubricating base oil circuit L5 and the lubricating oil circuit L2 increases compared with the case of the third switching state. In addition, during the friction force increase control, the relief valve 66 is in the fifth switching state (no discharge) in which hydraulic pressure is supplied from the cooling / lubricating base oil circuit L5 to the cooling oil circuit L3 and the lubricating oil circuit L2 by closing the first solenoid valve 62. As a result, the working oil as lubricating oil is supplied to the lubricating oil circuit L2.

[0140] Figure 6 : is a graph showing the relationship between the engine speed and the friction resistance (friction force) in the power transmission mechanism, with the horizontal axis being the engine speed N and the vertical axis being the friction resistance (friction force) F in the power transmission mechanism 70. In addition, (a) of the figure shows the values ​​when the first electromagnetic valve 62 is open (dashed line) and closed (solid line), and (b) of the figure shows the values ​​when the second electromagnetic valve 63 is open (dashed line) and closed (solid line). As shown in the graph of (a) of the figure, when the first electromagnetic valve 62 is closed (solid line), the friction resistance (friction force) in the power transmission mechanism 70 increases compared to when it is open (dashed line). In addition, as shown in the graph of (b) of the figure, when the second electromagnetic valve 63 is open (solid line), the friction resistance (friction force) in the power transmission mechanism 70 increases compared to when it is closed (dashed line).

[0141] As described above, according to the control device of the hybrid vehicle of this embodiment, the first braking control and the second braking control can be performed. The first braking control is that when the remaining capacity of the battery 60 is below the threshold, only the charging action of charging the battery 60 with the electric power generated by the regenerative action of the electric motor 12 is performed. The second braking control is that when the remaining capacity exceeds the threshold, on the basis of the charging action of charging the battery 60 with the electric power generated by the regenerative action of the electric motor 12 or without performing the charging action, the electric power is supplied to the generator 11 and the rotational power generated by the generator 11 is transmitted to the engine 10 via the power transmission mechanism 70.

[0142] Furthermore, when the second brake control is performed, the flow rate of the working oil as lubricating oil supplied to the power transmission mechanism 70 is increased by increasing the hydraulic pressure of the working oil supplied to the power transmission mechanism 70 (set to high pressure line pressure) and increasing the supply amount of the working oil (lubricating oil) to the lubricating oil passage L2, compared with the case of performing the first brake control. According to these measures, in the waste power operation performed by the second brake control, the friction resistance (friction force) caused by the working oil (lubricating oil) generated in the power transmission mechanism 70 that transmits power from the generator 11 to the engine 10 can be intentionally increased. The increased friction resistance can effectively reduce the rotation speed of the engine 10, and the power consumed by the generator 11 can be effectively increased. Therefore, the ride feeling of the vehicle can be improved by effectively reducing the rotation speed of the engine 10 in the waste power control, and the freedom of energy management of the vehicle 1 can be increased by effectively increasing the amount of power consumption, thereby improving the controllability.

[0143] Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various modifications can be made within the scope of the technical concept described in the claims, the specification, and the drawings.

Claims

1. A control device for a hybrid vehicle, the hybrid vehicle comprising a drive device and a control mechanism for controlling the drive device, The driving device comprises: internal combustion engine; a first rotating electric machine for generating electricity from the power of the internal combustion engine; A storage device capable of being charged and discharged; a second rotating electrical machine connected to a driving wheel and driven by electric power supplied from at least one of the electric storage device and the first rotating electrical machine; a power transmission mechanism for transmitting power between the internal combustion engine, the first rotating electrical machine, the second rotating electrical machine, and the drive wheels; and a hydraulic pressure supply device for supplying hydraulic pressure of working oil to the power transmission mechanism, The control device for a hybrid vehicle is characterized in that: The hydraulic supply device comprises: a first oil circuit for supplying working oil to a disconnecting device for power disconnection of the power transmission mechanism; a second oil circuit for supplying working oil as lubricating oil to a part in the power transmission mechanism that needs lubrication; and a flow regulating mechanism for regulating the flow of working oil to the first oil circuit and the second oil circuit. The control means is capable of performing a first braking control and a second braking control as control during a regenerative operation of the second rotating electrical machine. The first braking control is to perform only a charging operation of charging the battery with electric power generated during a regenerative operation of the second rotating electrical machine when the remaining capacity of the battery is less than a threshold value. The second brake control is to, when the remaining capacity is equal to or greater than the threshold value, perform a waste power operation of supplying the electric power after the charging operation to the first rotating electric machine and transmitting the rotational power generated by the first rotating electric machine to the internal combustion engine via the power transmission mechanism, or perform a waste power operation of supplying the electric power to the first rotating electric machine and transmitting the rotational power generated by the first rotating electric machine to the internal combustion engine via the power transmission mechanism without performing the charging operation, When performing the second brake control, the control means performs control to increase the flow rate of the hydraulic oil supplied to the second oil passage through the flow rate adjustment means, compared to when performing the first brake control.

2. The control device for a hybrid vehicle according to claim 1, characterized in that: The hydraulic pressure supply device includes a hydraulic pressure adjustment mechanism for adjusting the hydraulic pressure of the hydraulic oil supplied to the power transmission mechanism. When performing the second brake control, the control means performs control to increase the hydraulic pressure of the hydraulic oil supplied to the second oil passage through the hydraulic pressure adjustment means, compared to when performing the first brake control.

3. The control device for a hybrid vehicle according to claim 2, characterized in that: The hydraulic supply device comprises: a pressure regulating valve for regulating the pressure of the working oil discharged from the working oil supply source; a switching valve provided between the pressure regulating valve and the first oil passage and configured to switch at least whether the hydraulic oil pressure-regulated by the pressure regulating valve is supplied to the first oil passage; a first solenoid valve that performs switching based on at least the switching valve; and a second solenoid valve for switching the hydraulic pressure of the working oil regulated by the pressure regulating valve to at least two levels, a high pressure side and a low pressure side; When performing the first brake control, the control mechanism opens the first solenoid valve to supply hydraulic oil to the first oil passage by using the switching valve, and closes the second solenoid valve to set the hydraulic pressure of the hydraulic oil regulated by the pressure regulating valve to the low-pressure side hydraulic pressure. When the second brake control is performed, the first solenoid valve is closed to stop supply to the first oil passage by the switching valve, and the second solenoid valve is opened to set the hydraulic pressure of the hydraulic oil regulated by the pressure regulating valve to a high pressure side hydraulic pressure.

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