Vehicle control device

Abstract

To suppress requirement of much time for setting a pressure of oil in a chain tensioner to an appropriate pressure.SOLUTION: A vehicle includes an internal combustion engine, a motor generator, a battery, a driving sprocket, a driven sprocket, a chain, a swing guide, a chain tensioner, and an oil pump. The driving sprocket is fixed to a crank shaft. The chain is wound around the driving sprocket and the driven sprocket. The swing guide is swingably supported. The oil pump discharges oil on the basis of rotation of the crank shaft. The chain tensioner pushes the swing guide against the chain by a pressure of the oil supplied from the oil pump. A vehicle control device executes driving processing of rotating the crank shaft and driving the oil pump under the condition that the pressure of the oil in the chain tensioner is equal to or less a prescribed specified pressure in an EV mode.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to a control device for a vehicle.

Background Art

[0002] The vehicle of Patent Document 1 includes a chain mechanism for transmitting the driving force of the crankshaft of an internal combustion engine. This chain mechanism includes a drive sprocket, two driven sprockets, a chain, a swing guide, and a chain tensioner. The vehicle also includes an oil pump for supplying oil into the chain tensioner. The drive sprocket is connected to the crankshaft of the internal combustion engine. The drive sprocket rotates integrally with the crankshaft. Each driven sprocket is connected to the intake camshaft and the exhaust camshaft of the internal combustion engine, respectively. The chain is wound around the drive sprocket and the two driven sprockets. The swing guide is located in the vicinity of the chain. The internal combustion engine supports the swing guide so as to be swingable. The chain tensioner presses the swing guide against the chain. That is, the chain tensioner applies tension to the chain via the swing guide. The oil pump discharges oil based on the rotation of the crankshaft. Then, the oil discharged from the oil pump is supplied as hydraulic oil into the chain tensioner. The chain tensioner presses the swing guide against the chain with a force corresponding to the pressure of the supplied oil.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In addition to an internal combustion engine, a vehicle equipped with a motor generator as a drive source is known. Also, in such a vehicle, it is possible to travel in a so-called EV mode. The EV mode is a mode in which the motor generator is driven to travel while the internal combustion engine is stopped.

[0005] Here, assume that a vehicle capable of traveling in the EV mode is equipped with the chain tensioner described in Patent Document 1. Since the internal combustion engine stops during the EV mode, the oil pump that uses the internal combustion engine as a drive source also stops. In this state, when a force acts from the chain to the chain tensioner and the chain tensioner operates, the oil in the chain tensioner may leak out. And during the EV mode, since the oil pump is stopped, the leaked oil cannot be supplied to the chain tensioner again. Therefore, after the internal combustion engine starts driving again, it takes time until the pressure of the oil in the chain tensioner becomes an appropriate pressure and sufficient tension can be applied to the chain.

Means for Solving the Problem

[0006] A vehicle control device for solving the above problems is applied to a vehicle including an internal combustion engine as a drive source, a motor generator as a drive source, a battery for supplying power to the motor generator, a drive sprocket fixed to the crankshaft of the internal combustion engine, a driven sprocket to which the driving force from the drive sprocket is transmitted, a chain wound around the drive sprocket and the driven sprocket, a swing guide supported swingably, a chain tensioner for pressing the swing guide against the chain, and an oil pump for discharging oil based on the rotation of the crankshaft. The control device controls the running mode of the vehicle to any one of an EV mode in which the motor generator is driven while the internal combustion engine is stopped to run the vehicle, and a non-EV mode in which the internal combustion engine is driven to run the vehicle. The chain tensioner presses the swing guide against the chain by the pressure of the oil supplied from the oil pump. When the vehicle is in the EV mode and the pressure of the oil in the chain tensioner is equal to or lower than a predetermined specified pressure, a driving process for rotating the crankshaft to drive the oil pump is executed.

[0007] According to the above configuration, when the pressure of the oil in the chain tensioner decreases, the oil pump is driven. Thereby, the oil discharged from the oil pump is supplied to the chain tensioner. Therefore, it is possible to suppress the pressure of the oil in the chain tensioner from decreasing excessively. As a result, it is possible to prevent it from taking time until the pressure of the oil in the chain tensioner becomes an appropriate pressure after the internal combustion engine starts driving.

[0008] In the above configuration, when the period during which the state in which the crankshaft repeats forward rotation and reverse rotation continues is equal to or longer than a predetermined period, the driving process may be executed on the assumption that the condition is satisfied.

[0009] In the above configuration, the state where the crankshaft repeats forward and reverse rotations only occurs when the internal combustion engine is stopped. And when the crankshaft repeats forward and reverse rotations, since the tension of the chain changes, a force can act on the chain tensioner from the chain. That is, in the state where the crankshaft repeats forward and reverse rotations, the pressure of the oil in the chain tensioner can decrease. According to the above configuration, based on such a principle, even if the pressure of the oil in the chain tensioner is not measured by a pressure sensor or the like, it can be determined that the pressure of the oil has decreased.

[0010] In the above configuration, in the drive process, when the pressure of the oil in the chain tensioner is low, the target value of the pressure of the oil discharged from the oil pump may be increased compared to when the pressure of the oil in the chain tensioner is high. According to the above configuration, even if the pressure of the oil in the chain tensioner becomes low, the pressure of the oil in the chain tensioner can be quickly increased.

[0011] In the above configuration, when the chain runs in the order of the drive sprocket, the swing guide, and the driven sprocket, the rotation direction of the crankshaft is defined as the first rotation direction, and when the direction opposite to the first rotation direction is defined as the second rotation direction, the pressure of the oil in the chain tensioner may be estimated based on the integrated value of the rotation amount of the crankshaft in the second rotation direction during the EV mode.

[0012] According to the above configuration, the integrated value of the force acting on the chain tensioner from the chain can be accurately estimated by the integrated value of the rotation amount of the crankshaft in the second rotation direction. Therefore, the amount of oil that has leaked out of the chain tensioner, and thus the pressure of the oil in the chain tensioner, can be accurately estimated.

[0013] In the above configuration, in the drive process, the crankshaft may be rotated by operating the internal combustion engine independently. According to the above configuration, the pressure of the oil in the chain tensioner can be increased without reducing the charging rate of the battery.

[0014] In the above configuration, in the driving process, when the charge rate of the battery is less than a predetermined specified value, the crankshaft is rotated by self-operating the internal combustion engine, and when the charge rate of the battery is equal to or greater than the specified value, the crankshaft may be rotated by transmitting the driving force of the motor generator to the crankshaft.

[0015] According to the above configuration, when the charge rate of the battery is equal to or greater than the specified value, the internal combustion engine does not self-operate. Therefore, the opportunity for the internal combustion engine to self-operate is suppressed in the execution of the driving process. As a result, it is possible to suppress the consumption of fuel only for supplying oil to the chain tensioner.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2

Figure 3

Figure 4

Embodiments for Carrying Out the Invention

[0017] <Mechanical Configuration of the Vehicle> Hereinafter, an embodiment of the present invention will be described with reference to FIGS. 1 to 4. First, the mechanical configuration of the vehicle 100 to which the control device 90 of the present invention is applied will be described.

[0018] As shown in FIG. 1, the vehicle 100 includes, as a power transmission path, an internal combustion engine 10, a power split mechanism 40, a reduction mechanism 50, a first motor generator 61, a second motor generator 62, a transmission mechanism 66, a differential 67, and a plurality of drive wheels 68.

[0019] The internal combustion engine 10 includes a crankshaft 11 as an output shaft. The crankshaft 11 is connected to a power split mechanism 40. The power split mechanism 40 is a planetary gear mechanism having a sun gear 41, a carrier 42, a plurality of pinion gears 43, a ring gear 44, and a ring gear shaft 45. The sun gear 41 of the external gear and the ring gear 44 of the internal gear are located coaxially. The sun gear 41 is connected to the ring gear 44 via a plurality of pinion gears 43. The carrier 42 supports the pinion gears 43 in a rotatable state. Further, the carrier 42 supports the pinion gears 43 in a revolvable state. That is, the pinion gears 43 revolve as the carrier 42 rotates. The carrier 42 is connected to the crankshaft 11. The sun gear 41 is connected to the rotating shaft of the first motor generator 61.

[0020] When the driving force of the internal combustion engine 10 is input to the carrier 42, the driving force of the internal combustion engine 10 is distributed to the sun gear 41 side and the ring gear 44 side. Then, when the driving force of the internal combustion engine 10 transmitted through the sun gear 41 is input to the rotating shaft of the first motor generator 61, the first motor generator 61 functions as a generator.

[0021] On the other hand, when the first motor generator 61 functions as an electric motor, the driving force of the first motor generator 61 is input to the sun gear 41. Then, the driving force of the first motor generator 61 input to the sun gear 41 is distributed to the carrier 42 side and the ring gear 44 side. And when the driving force of the first motor generator 61 transmitted through the carrier 42 is input to the crankshaft 11 of the internal combustion engine 10, the crankshaft 11 of the internal combustion engine 10 rotates. That is, the first motor generator 61 can rotate the crankshaft 11 by transmitting the driving force of the first motor generator 61 to the crankshaft 11.

[0022] The ring gear 44 is connected to the ring gear shaft 45. The ring gear shaft 45 rotates integrally with the ring gear 44. The ring gear shaft 45 is connected to the transmission mechanism 66. The transmission mechanism 66 includes, for example, a reduction gear mechanism and an automatic transmission. The transmission mechanism 66 is connected to the drive wheels 68 via the differential 67. The differential 67 allows a rotational speed difference to occur between the left and right drive wheels 68.

[0023] Also, the ring gear shaft 45 is connected to the reduction mechanism 50. The reduction mechanism 50 is a planetary gear mechanism having a sun gear 51, a carrier 52, a plurality of pinion gears 53, a ring gear 54, and a case 55. The sun gear 51, which is an external gear, and the ring gear 54, which is an internal gear, are located coaxially. The sun gear 51 is connected to the ring gear 54 via a plurality of pinion gears 53. The carrier 52 supports the pinion gears 53 in a rotatable state. The carrier 52 is fixed to the case 55 of the reduction mechanism 50. That is, the carrier 52 cannot rotate, and the pinion gears 53 are in a state where they cannot revolve due to the carrier 52. The ring gear 54 is connected to the ring gear shaft 45. The sun gear 51 is connected to the rotating shaft of the second motor generator 62.

[0024] When the second motor generator 62 functions as a generator when decelerating the vehicle 100, a regenerative braking force corresponding to the generated power of the second motor generator 62 can be generated in the vehicle 100.

[0025] On the other hand, when the second motor generator 62 functions as an electric motor, the driving force of the second motor generator 62 is input to the drive wheels 68 via the reduction mechanism 50, the ring gear shaft 45, the transmission mechanism 66, and the differential 67. Then, the drive wheels 68 rotate by the driving force of the second motor generator 62.

[0026] As shown in FIG. 1, the vehicle 100 includes a supply passage 76 and an oil pump 77 as mechanisms for supplying oil. Although not shown, the oil pump 77 is connected to the crankshaft 11. The oil pump 77 is driven by the rotation of the crankshaft 11. Therefore, the oil pump 77 is a so-called mechanical oil pump that discharges oil based on the rotation of the crankshaft 11. The supply passage 76 is connected to the oil pump 77. The supply passage 76 supplies the oil discharged from the oil pump 77 to various parts of the internal combustion engine 10.

[0027] As shown in FIG. 2, the vehicle 100 includes a chain mechanism 20 for transmitting the driving force of the crankshaft 11 to other devices. The chain mechanism 20 includes a drive sprocket 21, an intake-side sprocket 22, an exhaust-side sprocket 23, a chain 24, a fixed guide 25, a swing guide 26, a cover 27, and a chain tensioner 30.

[0028] The drive sprocket 21 is connected to the crankshaft 11. The intake-side sprocket 22 is connected to an intake camshaft (not shown) of the internal combustion engine 10. The exhaust-side sprocket 23 is connected to an exhaust-side camshaft (not shown) of the internal combustion engine 10. The intake camshaft is for opening and closing the intake valves of the internal combustion engine 10. The exhaust camshaft is for opening and closing the exhaust valves of the internal combustion engine 10. The chain 24 is wound around the drive sprocket 21, the intake-side sprocket 22, and the exhaust-side sprocket 23. Therefore, as shown by the two-dot chain line arrow in FIG. 2, when the drive sprocket 21 rotates in the clockwise direction, the chain 24 runs and the driving force is transmitted to the intake-side sprocket 22 and the exhaust-side sprocket 23. Then, the intake-side sprocket 22 and the exhaust-side sprocket 23 rotate in the clockwise direction. In the present embodiment, the intake-side sprocket 22 and the exhaust-side sprocket 23 are driven sprockets. Note that in FIG. 2, the drive sprocket 21, the intake-side sprocket 22, and the exhaust-side sprocket 23 are shown in a simplified manner.

[0029] The cover 27 is located near the intake-side sprocket 22 and the exhaust-side sprocket 23. The cover 27 covers, from the outside of the chain 24, the portions of the chain 24 wound around the intake-side sprocket 22 and the exhaust-side sprocket 23.

[0030] The fixed guide 25 is located outside the region surrounded by the chain 24 and in the vicinity of the chain 24. The fixed guide 25 is located between the drive sprocket 21 and the exhaust-side sprocket 23. The fixed guide 25 extends from the drive sprocket 21 toward the exhaust-side sprocket 23. The fixed guide 25 is fixed to the outer surface of the internal combustion engine 10 by bolts. The fixed guide 25 contacts the chain 24 from outside the region surrounded by the chain 24.

[0031] The swing guide 26 is located outside the region surrounded by the chain 24 and in the vicinity of the chain 24. The swing guide 26 is located between the drive sprocket 21 and the intake-side sprocket 22. The swing guide 26 includes a guide body 26A, a support protrusion 26B, a contact protrusion 26C, and a rotation shaft 26D. The guide body 26A extends from the drive sprocket 21 toward the intake-side sprocket 22. The guide body 26A has a substantially arcuate shape curved such that the central portion in the longitudinal direction bulges toward the chain 24. The support protrusion 26B is located at the end of the guide body 26A near the drive sprocket 21. The support protrusion 26B protrudes in a direction away from the chain 24. The rotation shaft 26D passes through the support protrusion 26B. The rotation shaft 26D is fixed to the internal combustion engine 10. The support protrusion 26B and the guide body 26A are swingable about the rotation shaft 26D as the central axis. The contact protrusion 26C is located at a position closer to the intake-side sprocket 22 than the central portion in the longitudinal direction of the guide body 26A. The contact protrusion 26C protrudes in a direction away from the chain 24. As shown in FIG. 3, the protruding end face of the contact protrusion 26C is curved such that the central portion of the protruding end face is recessed.

[0032] As shown by the two-dot chain line arrow in Fig. 2, when the crankshaft 11 rotates forward in the clockwise direction by the driving of the internal combustion engine 10, the chain 24 runs in the order of the drive sprocket 21, the swing guide 26, and the intake side sprocket 22. Therefore, in the present embodiment, the forward rotation direction of the crankshaft 11 is the first rotation direction. Further, the direction opposite to the first rotation direction, that is, the reverse rotation direction of the crankshaft 11 is the second rotation direction.

[0033] As shown in Fig. 2, the chain tensioner 30 is located on the side opposite to the chain 24 with the swing guide 26 interposed therebetween. As shown in Fig. 3, the chain tensioner 30 includes a housing 31, a plunger 32, a biasing spring 33, a check valve mechanism 34, an upper flange 36, and a lower flange 37.

[0034] As shown in Fig. 3, the housing 31 has a substantially cylindrical shape. One end of the housing 31 is closed. The opening of the housing 31 faces the contact projection 26C. The housing 31 includes an internal space 31A, a diameter-expanded space 31B, and a supply hole 31C as spaces inside the housing 31. The internal space 31A extends from the opening of the housing 31 toward the bottom surface. The internal space 31A is a substantially cylindrical space. The diameter-expanded space 31B is connected to a substantially central portion in the axial direction of the internal space 31A. The diameter-expanded space 31B surrounds the internal space 31A in the circumferential direction. That is, the diameter-expanded space 31B is a substantially annular space. The supply hole 31C penetrates from the diameter-expanded space 31B to the outer peripheral surface of the housing 31. The supply hole 31C is connected to the supply passage 76.

[0035] The upper flange 36 projects upward from the outer peripheral surface of the housing 31. The upper flange 36 is fixed to the outer surface of the internal combustion engine 10 by bolts. The lower flange 37 projects downward from the outer peripheral surface of the housing 31. The lower flange 37 is fixed to the outer surface of the internal combustion engine 10 by bolts.

[0036] The plunger 32 is substantially cylindrical in shape. The outer diameter of the plunger 32 is slightly smaller than the inner diameter of the internal space 31A in the housing 31. The plunger 32 is located in the internal space 31A in the housing 31. A portion including the first end of the plunger 32 protrudes from the internal space 31A. The end face including the first end of the plunger 32 is in contact with the contact projection 26C of the swing guide 26. The end face including the first end of the plunger 32 is curved so that the central portion protrudes. Also, an oil pressure chamber 30A into which oil is supplied is defined between the end face including the second end of the plunger 32 and the bottom surface of the internal space 31A in the housing 31. Note that the chain tensioner 30 also functions as an oil damper by the oil supplied to the oil pressure chamber 30A.

[0037] The plunger 32 includes a first space 32A, a second space 32B, a connection hole 32C, and an introduction hole 32D as spaces within the plunger 32. The second space 32B, the connection hole 32C, and the first space 32A are arranged in this order from the second end toward the first end of the plunger 32. The second space 32B is a substantially cylindrical space. The second space 32B is open to the oil pressure chamber 30A. The connection hole 32C is connected to the second space 32B. The connection hole 32C is a substantially cylindrical space. The inner diameter of the connection hole 32C is smaller than the inner diameter of the second space 32B. The first space 32A is connected to the connection hole 32C. The first space 32A is a substantially cylindrical space. The inner diameter of the first space 32A is larger than the inner diameter of the connection hole 32C. The introduction hole 32D is connected to the first space 32A. The introduction hole 32D reaches the outer peripheral surface of the plunger 32.

[0038] The biasing spring 33 is located between the housing 31 and the plunger 32. The biasing spring 33 is compressed. The first end of the biasing spring 33 is in contact with the bottom surface of the housing 31. A portion including the second end of the biasing spring 33 is located in the second space 32B of the plunger 32. The biasing spring 33 is in contact with the bottom surface that partitions the second space 32B in the plunger 32. The biasing spring 33 biases the plunger 32 toward the contact projection 26C of the swing guide 26.

[0039] The check valve mechanism 34 is located in the second space 32B of the plunger 32. The check valve mechanism 34 is attached to the bottom surface that partitions the second space 32B. The check valve mechanism 34 regulates the oil flow between the first space 32A and the second space 32B according to the oil pressures in the first space 32A and the second space 32B. Specifically, when the oil pressure in the first space 32A is higher than the oil pressure in the second space 32B, the check valve mechanism 34 allows the oil to flow from the first space 32A to the second space 32B through the connection hole 32C. On the other hand, when the oil pressure in the first space 32A is equal to or lower than the oil pressure in the second space 32B, the check valve mechanism 34 restricts the oil flow from the second space 32B to the first space 32A through the connection hole 32C. Then, according to the pressure of the oil supplied to the second space 32B, the plunger 32 protrudes with respect to the housing 31. As a result, the chain tensioner 30 presses the swing guide 26 against the chain 24 with a force corresponding to the pressure of the oil supplied to the second space 32B.

[0040] <Electrical Configuration of the Vehicle> Next, the electrical configuration of the vehicle 100 will be described. As shown in FIG. 1, the vehicle 100 includes a first inverter 71, a second inverter 72, and a battery 73 as devices for power transfer. The first inverter 71 adjusts the amount of power transfer between the first motor generator 61 and the battery 73. The second inverter 72 adjusts the amount of power transfer between the second motor generator 62 and the battery 73.

[0041] As shown in FIG. 1, the vehicle 100 includes a crank angle sensor 81, an accelerator opening sensor 83, a vehicle speed sensor 84, a current sensor 86, a voltage sensor 87, a temperature sensor 88, and an accelerator pedal 89. The crank angle sensor 81 is located in the vicinity of the crankshaft 11. The crank angle sensor 81 detects the crank angle SC which is the rotation angle of the crankshaft 11. The accelerator opening sensor 83 is located in the vicinity of the accelerator pedal 89 operated by the driver. The accelerator opening sensor 83 detects the accelerator opening ACC which is the operation amount of the accelerator pedal 89 operated by the driver. The vehicle speed sensor 84 detects the vehicle speed SP which is the speed of the vehicle 100. The current sensor 86 detects the current IB which is the current input to and output from the battery 73. The voltage sensor 87 detects the voltage VB which is the voltage between the terminals of the battery 73. The temperature sensor 88 detects the battery temperature TB which is the temperature of the battery 73.

[0042] The vehicle 100 includes a control device 90. The control device 90 acquires a signal indicating the crank angle SC from the crank angle sensor 81. The control device 90 acquires a signal indicating the accelerator opening ACC from the accelerator opening sensor 83. The control device 90 acquires a signal indicating the vehicle speed SP from the vehicle speed sensor 84. The control device 90 acquires a signal indicating the current IB from the current sensor 86. The control device 90 acquires a signal indicating the voltage VB from the voltage sensor 87. The control device 90 acquires a signal indicating the battery temperature TB from the temperature sensor 88.

[0043] Based on the crank angle SC, the control device 90 calculates the engine rotational speed NE which is the number of rotations of the crankshaft 11 per unit time. Based on the current IB, the voltage VB, and the battery temperature TB, the control device 90 calculates the state of charge SOC of the battery 73. Specifically, the control device 90 calculates the state of charge SOC based on the following formula.

[0044] Formula (1): State of charge SOC [%] = Remaining capacity of battery 73 [Ah] / Full charge capacity of battery 73 [Ah] × 100 [%] Among the above formula (1), the full charge capacity is calculated based on, for example, the voltage VB of the battery 73 and the battery temperature TB. Also, the remaining capacity is calculated based on, for example, the voltage VB and the current IB of the battery 73.

[0045] The control device 90 performs charge control of the battery 73. By this charge control, the state of charge SOC of the battery 73 is controlled within a range between the state of charge upper limit value SOCH and the state of charge lower limit value SOCL. An example of the state of charge upper limit value SOCH is 60 - 80%. Also, an example of the state of charge lower limit value SOCL is 20 - 30%.

[0046] Also, the control device 90 calculates a vehicle required output, which is a required value of the output necessary for the vehicle 100 to travel, based on the accelerator opening ACC and the vehicle speed SP. The control device 90 determines the torque distribution of the internal combustion engine 10, the first motor generator 61, and the second motor generator 62 based on the vehicle required output. The control device 90 controls the output of the internal combustion engine 10 and the power running and regeneration of the first motor generator 61 and the second motor generator 62 based on the torque distribution of the internal combustion engine 10, the first motor generator 61, and the second motor generator 62.

[0047] The control device 90 outputs a control signal to the internal combustion engine 10 to execute various controls such as adjustment of the intake air amount, adjustment of the fuel injection amount, and adjustment of the ignition timing in the internal combustion engine 10. Also, when controlling the first motor generator 61, the control device 90 outputs a control signal to the first inverter 71. Then, the control device 90 controls the first motor generator 61 by adjusting the amount of power transfer between the first motor generator 61 and the battery 73 via the first inverter 71. Further, when controlling the second motor generator 62, the control device 90 outputs a control signal to the second inverter 72. Then, the control device 90 controls the second motor generator 62 by adjusting the amount of power transfer between the second motor generator 62 and the battery 73 via the second inverter 72.

[0048] When the vehicle 100 is running, the control device 90 selects either the EV mode or the HV mode as the running mode of the vehicle 100. Here, the EV mode is a running mode in which at least one of the first motor generator 61 and the second motor generator 62 is driven to run the vehicle 100 while the internal combustion engine 10 is stopped. Therefore, in the EV mode, the vehicle 100 is run by the driving force of the first motor generator 61 and the driving force of the second motor generator 62. Further, the HV mode is a running mode of the vehicle 100 in which, in addition to the first motor generator 61 and the second motor generator 62, the internal combustion engine 10 is driven to run the vehicle 100. Therefore, in the HV mode, the vehicle 100 is run by the driving force of the internal combustion engine 10 in addition to the driving forces of the first motor generator 61 and the second motor generator 62. In the present embodiment, the HV mode is an example of a non-EV mode.

[0049] The control device 90 selects the EV mode, for example, when the state of charge SOC of the battery 73 has a sufficient margin and the above-described vehicle required output is small. Examples of when the vehicle required output is small include when the vehicle 100 starts and when the vehicle 100 is running under a light load with a small acceleration. On the other hand, the control device 90 selects the HV mode, for example, when the state of charge SOC of the battery 73 does not have a sufficient margin.

[0050] The above control device 90 can be configured as a circuit (circuitry) including one or more processors that execute various processes according to a computer program (software). Note that the control device 90 may be configured as a circuit including one or more dedicated hardware circuits such as application specific integrated circuits (ASICs) that execute at least some of the various processes, or a combination thereof. The processor includes a CPU and memories such as a RAM and a ROM. The memory stores program codes or instructions configured to cause the CPU to execute processes. The memory, that is, the computer-readable medium, includes any medium that can be accessed by a general-purpose or dedicated computer.

[0051] <Pressure Control> Next, the pressure control performed by the control device 90 will be described. In this embodiment, the pressure control is control for suppressing excessive decrease in the pressure in the hydraulic chamber 30A of the chain tensioner 30 during the EV mode. When the control device 90 selects the EV mode as the driving mode of the vehicle 100, the pressure control is repeatedly executed.

[0052] As shown in FIG. 4, when starting the pressure control, the control device 90 proceeds to the process of step S11. In step S11, the control device 90 calculates the amount of variation XA of the crankshaft 11. Here, in the EV mode, since the internal combustion engine 10 stops, the crankshaft 11 may rotate slightly forward or slightly backward, that is, the angular position of the crankshaft 11 may vary. Therefore, the control device 90 calculates the magnitude of the variation in the angular position of the crankshaft 11 as the amount of variation XA. Specifically, in step S11, the control device 90 acquires the transition of the crank angle SC from a certain period before the time point of the process in step S11. Then, the control device 90 calculates, as the amount of variation XA, the value obtained by subtracting the minimum value from the maximum value among the transitions of the crank angle SC described above. When the crankshaft 11 rotates forward, the crank angle SC gradually becomes a larger value within the range of 0 degrees or more and less than 720 degrees. Therefore, the amount of variation XA is calculated as a positive value. After that, the control device 90 proceeds to the process of step S12.

[0053] In step S12, the control device 90 determines whether or not the variation amount XA is equal to or greater than a predetermined determination value. Here, the determination value is set in advance by experiments or the like as a value for determining the variation of the angular position of the crankshaft 11. The determination value is, for example, several degrees to several tens of degrees. In the present embodiment, the process of step S12 is an example of a process for determining whether or not the crankshaft 11 is in a state of rotating forward and backward. In step S12, when the control device 90 determines that the variation amount XA is less than the determination value (S12: NO), the current pressure control is terminated, and the process proceeds to step S11 again. Note that when the control device 90 makes a negative determination in step S12, it resets the variation period XB, which will be described later. On the other hand, in step S12, when the control device 90 determines that the variation amount XA is equal to or greater than the determination value (S12: YES), the process proceeds to step S13.

[0054] In step S13, the control device 90 starts measuring the variation period XB. The variation period XB is a period during which the state in which the crankshaft 11 repeats forward and backward rotation continues. Specifically, when the control device 90 is not measuring the variation period XB at the time of the process in step S13, it starts measuring the variation period XB. Further, when the control device 90 is measuring the variation period XB at the time of the process in step S13, it continues measuring the variation period XB as it is.

[0055] In step S14, the control device 90 determines whether the variation period XB is equal to or longer than a predetermined period. Here, the predetermined period is defined as follows, for example. Specifically, when setting the predetermined period, the minimum value of the pressure of the oil in the chain tensioner 30 that can apply sufficient tension to the chain 24 by the chain tensioner 30 is obtained through experiments or the like. Also, a value that is a certain value higher than the minimum value of the pressure of the oil in the chain tensioner 30 is set as the allowable pressure. Further, a pressure higher than the above allowable pressure and being the average value of the pressure of the oil in the chain tensioner 30 when the vehicle 100 is traveling in the HV mode is set as the reference pressure. Also, due to the variation in the angular position of the crankshaft 11 during the EV mode, the period until the pressure of the oil in the chain tensioner 30 changes from the reference pressure to the allowable pressure is obtained through experiments or the like. Then, the period until the pressure changes from the reference pressure to the allowable pressure is set as the predetermined period. The predetermined period is, for example, ten-odd minutes to several tens of minutes. In the present embodiment, the process of step S14 is an example of a process for determining whether the pressure of the oil in the chain tensioner 30 is equal to or lower than a predetermined specified pressure. Also, the above allowable pressure is an example of a predetermined specified pressure.

[0056] In step S14, when the control device 90 determines that the variation period XB is less than the predetermined period (S14: NO), the control device 90 ends the current pressure control and advances the process to step S11 again. On the other hand, in step S14, when the control device 90 determines that the variation period XB is equal to or longer than the predetermined period (S14: YES), first, the variation period XB is reset. Then, the control device 90 advances the process to step S21. Thus, the control device 90 advances the process to step S21 on the condition that it is in the EV mode and the pressure of the oil in the chain tensioner 30 is equal to or lower than a predetermined specified pressure.

[0057] In step S21, the control device 90 calculates an integrated value XC of the reverse rotation amount of the crankshaft 11. Specifically, the control device 90 acquires the transition of the crank angle SC from the time point of the process in step S14 to a predetermined period before. Note that the predetermined period used here is the same period as the predetermined period used as a threshold value in step S14. Further, the control device 90 specifies all the maximum values and minimum values of the crank angle SC for the above transition of the crank angle SC. Furthermore, the control device 90 calculates, as the reverse rotation amount, a value obtained by subtracting the minimum value of the crank angle SC next to the maximum value from the maximum value of the crank angle SC for each maximum value and minimum value of the crank angle SC. Then, the control device 90 calculates, as the integrated value XC, a value obtained by integrating all the reverse rotation amounts calculated as described above. Note that the calculated integrated value XC is a positive value. Thereafter, the control device 90 advances the process to step S22.

[0058] In step S22, the control device 90 calculates an oil leakage amount XD in the chain tensioner 30 based on the integrated value XC of the reverse rotation amount of the crankshaft 11. Specifically, the control device 90 calculates the oil leakage amount XD as a larger value as the integrated value XC of the reverse rotation amount of the crankshaft 11 is larger. Thereafter, the control device 90 advances the process to step S23.

[0059] In step S23, the control device 90 estimates an estimated pressure XE which is an estimated value of the oil pressure in the chain tensioner 30 based on the oil leakage amount XD. Specifically, the control device 90 calculates the estimated pressure XE as a lower value as the oil leakage amount XD is larger. Thereafter, the control device 90 advances the process to step S24.

[0060] In step S24, the control device 90 calculates a target pressure Z, which is the target value of the pressure of the oil discharged from the oil pump 77, based on the estimated pressure XE. Specifically, the control device 90 calculates the target pressure Z as a higher value as the estimated pressure XE is lower. In other words, the control device 90 calculates the target pressure Z as a higher value as the integrated value XC of the reverse rotation amount of the crankshaft 11 is larger. Also, as described above, the forward rotation direction of the crankshaft 11 indicated by the two-dot chain line arrow in FIG. 2 is the first rotation direction, and the reverse rotation direction of the crankshaft 11 is the second rotation direction. Therefore, the process of step S24 is an example of a process of estimating the target pressure Z based on the integrated value of the rotation amount of the crankshaft 11 in the second rotation direction during the EV mode. Thereafter, the control device 90 advances the process to step S30.

[0061] In step S30, the control device 90 determines whether the state of charge SOC of the battery 73 is equal to or greater than a predetermined specified value. Here, the specified value is determined as a value for determining whether there is sufficient margin in the state of charge SOC of the battery 73. In the present embodiment, the specified value is a value larger than the state of charge lower limit value SOCL. An example of the specified value is 40%. In step S30, when the control device 90 determines that the state of charge SOC of the battery 73 is equal to or greater than the specified value (S30: YES), the process proceeds to step S31.

[0062] In step S31, the control device 90 rotates the crankshaft 11 by the first motor generator 61. Specifically, the control device 90 controls the first motor generator 61 via the first inverter 71. Then, the driving force of the first motor generator 61 is transmitted to the crankshaft 11 via the power split mechanism 40. As a result, the crankshaft 11 rotates forward. At this time, the control device 90 controls the first motor generator 61 so that the rotation speed of the crankshaft 11, that is, the engine rotation speed NE, becomes higher as the target pressure Z is higher. Therefore, the amount of oil discharged from the oil pump 77 increases as the target pressure Z is higher. Thereafter, the control device 90 advances the process to step S41.

[0063] On the one hand, in step S30, when the control device 90 determines that the state of charge SOC of the battery 73 is less than the specified value (S30: NO), the process proceeds to step S32. In step S32, the control device 90 rotates the crankshaft 11 by operating the internal combustion engine 10 independently. At this time, the control device 90 controls the internal combustion engine 10 such that the higher the target pressure Z, the higher the engine rotational speed NE. Therefore, the higher the target pressure Z, the greater the amount of oil discharged from the oil pump 77. Here, the independent operation of the internal combustion engine 10 refers to an operating state in which the crankshaft 11 can be continuously rotated only by the driving force caused by the combustion of fuel in the cylinders of the internal combustion engine 10. Note that by the process of step S32, the driving mode of the vehicle 100 temporarily switches from the EV mode to the HV mode. Thereafter, the control device 90 proceeds with the process to step S41.

[0064] In step S41, the control device 90 calculates the rotation period XT of the crankshaft 11. Specifically, the control device 90 calculates the elapsed time from the start of the process of step S31 or step S32 to the time point of the process of step S41 as the rotation period XT of the crankshaft 11. Thereafter, the control device 90 proceeds with the process to step S42.

[0065] In step S42, the control device 90 determines whether the rotation period XT of the crankshaft 11 is equal to or longer than a predetermined specified period. Here, the specified period is determined as follows, for example. First, it is assumed that the pressure of the oil in the chain tensioner 30 at the time of starting the process of step S31 or step S32 is the above-mentioned allowable pressure. Then, the period from the start of the process of step S31 or step S32 until the pressure of the oil in the chain tensioner 30 becomes a reference pressure higher than the above-mentioned allowable pressure is set as the specified period. As described above, the reference pressure is a pressure higher than the above-mentioned allowable pressure and is the average value of the pressure of the oil in the chain tensioner 30 when the vehicle 100 is traveling in the HV mode. In step S42, if the control device 90 determines that the rotation period XT of the crankshaft 11 is less than the specified period (S42: NO), the process returns to step S41. On the other hand, in step S42, if the control device 90 determines that the rotation period XT of the crankshaft 11 is equal to or longer than the specified period (S42: YES), the process proceeds to step S43.

[0066] In step S43, the control device 90 stops the rotation of the crankshaft 11. Specifically, when the crankshaft 11 is being rotated by the first motor generator 61 in step S31, the control device 90 controls the first motor generator 61 so that the driving force thereof is not transmitted to the crankshaft 11. As a result, the rotation of the crankshaft 11 stops. On the other hand, when the crankshaft 11 is being rotated by operating the internal combustion engine 10 independently in step S32, the control device 90 stops the rotation of the crankshaft 11 by stopping the internal combustion engine 10. In this case, by the process of step S43, the driving mode of the vehicle 100 returns from the HV mode to the EV mode. After that, the control device 90 ends the current pressure control and proceeds the process to step S11 again. In the present embodiment, the processes of steps S21 to S43 are an example of the driving process.

[0067] <Operation of the Present Embodiment> During the EV mode of the vehicle 100, since the internal combustion engine 10 stops, the oil pump 77 that uses the internal combustion engine 10 as a drive source also stops. Therefore, oil from the oil pump 77 is not supplied to the chain tensioner 30. On the other hand, during the EV mode of the vehicle 100, the driving force of the second motor generator 62 may be transmitted to the crankshaft 11 via the reduction mechanism 50 and the power split mechanism 40. When the crankshaft 11 rotates forward or backward, the tension of the chain 24 changes as the chain 24 runs. Therefore, a force acts on the chain tensioner 30 from the chain 24 via the swing guide 26. Then, the oil in the chain tensioner 30 leaks out. Therefore, due to the continuous state in which the crankshaft 11 rotates forward or backward, the pressure of the oil in the chain tensioner 30 decreases.

[0068] <Effects of the present embodiment> (1) In the present embodiment, when the vehicle 100 is in the EV mode and the pressure of the oil in the chain tensioner 30 is equal to or lower than a predetermined specified pressure, the crankshaft 11 is rotated to drive the oil pump 77. When the oil pump 77 is driven in this way, oil from the oil pump 77 is supplied to the chain tensioner 30. In this way, since oil from the oil pump 77 is supplied to the chain tensioner 30, excessive decrease in the pressure of the oil in the chain tensioner 30 is suppressed. As a result, it is possible to suppress the time required for the pressure of the oil in the chain tensioner 30 to reach an appropriate pressure after the internal combustion engine 10 starts driving. As a result, it is also possible to suppress the time required until sufficient tension can be applied to the chain 24.

[0069] (2) The state in which the crankshaft 11 of the vehicle 100 repeatedly rotates forward and backward occurs only when the internal combustion engine 10 is stopped. And as described above, due to the continuous state in which the crankshaft 11 repeatedly rotates forward and backward, the pressure of the oil in the chain tensioner 30 decreases.

[0070] Therefore, in the present embodiment, when the variable period XB, which is the period during which the crankshaft 11 continues to repeat forward and reverse rotations, is equal to or longer than a predetermined period, the crankshaft 11 is rotated to drive the oil pump 77. That is, in the present embodiment, in the above case, it is assumed that the condition that the vehicle 100 is in the EV mode and the pressure of the oil in the chain tensioner 30 is equal to or lower than a predetermined pressure is satisfied. According to this configuration, based on the above principle, it is possible to determine that the pressure of the oil in the chain tensioner 30 has decreased without measuring the pressure of the oil in the chain tensioner 30 with a pressure sensor or the like.

[0071] (3) In the present embodiment, the lower the estimated pressure XE, which is the estimated value of the pressure of the oil in the chain tensioner 30, the higher the target pressure Z, which is the target value of the pressure of the oil discharged from the oil pump 77, is calculated. And the higher the target pressure Z is, the higher the rotational speed of the crankshaft 11 becomes, and thus the amount of oil discharged from the oil pump 77 increases. Thereby, even if the pressure of the oil in the chain tensioner 30 is low, if the oil pump 77 is driven, the pressure of the oil in the chain tensioner 30 can be rapidly increased.

[0072] (4) As shown by the two-dot chain line arrow in FIG. 2, when the crankshaft 11 rotates forward in the clockwise direction in FIG. 2, the chain 24 travels in the order of the drive sprocket 21, the swing guide 26, the intake-side sprocket 22, and the exhaust-side sprocket 23. At this time, among the chain 24, the portion between the exhaust-side sprocket 23 and the drive sprocket 21 is in a state of being pulled by the drive sprocket 21. Therefore, the tension of the portion of the chain 24 between the exhaust-side sprocket 23 and the drive sprocket 21 becomes relatively high. On the other hand, among the chain 24, the portion between the drive sprocket 21 and the intake-side sprocket 22 has a relatively low tension because the chain 24 is sent out from the drive sprocket 21.

[0073] When the crankshaft 11 reverses in the counterclockwise direction in Fig. 2, the chain 24 runs in the order of the intake-side sprocket 22, the swing guide 26, the drive sprocket 21, and the exhaust-side sprocket 23. At this time, among the chain 24, the portion between the drive sprocket 21 and the exhaust-side sprocket 23 has a relatively low tension because the chain 24 is sent out from the drive sprocket 21. On the other hand, the portion of the chain 24 between the intake-side sprocket 22 and the drive sprocket 21 is in a state of being pulled by the drive sprocket 21. Therefore, the tension in the portion of the chain 24 between the intake-side sprocket 22 and the drive sprocket 21 becomes relatively high. And when the tension in the portion of the chain 24 between the intake-side sprocket 22 and the drive sprocket 21 thus increases, there is a high possibility that oil will leak out from the chain tensioner 30. Therefore, even if the period during which the crankshaft 11 repeats forward and reverse rotations is the same, the greater the integrated value XC of the reverse rotation amount of the crankshaft 11, the easier it is for a force to act on the chain tensioner 30. As a result, the pressure of the oil in the chain tensioner 30 tends to decrease.

[0074] In this regard, in the present embodiment, the greater the integrated value XC of the reverse rotation amount of the crankshaft 11, the lower the estimated pressure XE, which is the estimated value of the oil pressure in the chain tensioner 30, is calculated. That is, the estimated pressure XE is calculated as a low value in reflection of the fact that the greater the integrated value XC of the reverse rotation amount of the crankshaft 11, the easier it is for a force to act on the chain tensioner 30. Thereby, the estimated pressure XE can be accurately estimated.

[0075] (5) In this embodiment, when the state of charge (SOC) of the battery 73 is equal to or higher than a specified value, the driving force of the first motor generator 61 is transmitted to the crankshaft 11 to rotate the crankshaft 11. That is, when the SOC of the battery 73 is equal to or higher than the specified value, the internal combustion engine 10 does not operate independently due to the low pressure of the oil in the chain tensioner 30. Therefore, the opportunity for the internal combustion engine 10 to operate independently to rotate the crankshaft 11 to drive the oil pump 77 is suppressed. As a result, it is possible to suppress the consumption of fuel in the internal combustion engine 10 only for supplying oil to the chain tensioner 30.

[0076] <Modified Example> This embodiment can be implemented with the following modifications. This embodiment and the following modified examples can be implemented in combination with each other within a technically non - conflicting range.

[0077] · In the above embodiment, the drive source for driving the oil pump 77 in the drive process can be appropriately changed. For example, the control device 90 may rotate the crankshaft 11 by operating the internal combustion engine 10 independently regardless of the SOC of the battery 73. In this case, the pressure in the chain tensioner 30 can be increased without reducing the SOC of the battery 73. Also, since control based on the SOC of the battery 73 or the like becomes unnecessary, a series of pressure control processes can be simplified.

[0078] · Further, for example, the control device 90 may rotate the crankshaft 11 by driving the first motor generator 61 regardless of the SOC of the battery 73. Since the power of the battery 73 is used during the EV mode, it can be expected that the SOC of the battery 73 is ensured to a certain extent when performing pressure control. Also, since the period for driving the oil pump 77 in the drive process is relatively short, even if the first motor generator 61 is driven regardless of the SOC of the battery 73, the impact is small.

[0079] ·In the above embodiment, the vehicle 100 does not necessarily need to be provided with two motor generators, and it may be provided with at least one motor generator. Further, as such a vehicle 100, a vehicle in which an internal combustion engine, a clutch, a motor generator, and drive wheels are connected in this order, so-called a series hybrid vehicle, is known. In this vehicle 100, when executing the drive process, by engaging the clutch, the driving force of the motor generator may be transmitted to the crankshaft of the internal combustion engine via the clutch.

[0080] ·In the above embodiment, the conditions for executing the drive process may be changed. For example, when the duration of the EV mode of the vehicle 100 is equal to or longer than a predetermined period, the control device 90 may execute the drive process on the assumption that the conditions for executing the drive process are satisfied. That is, the determination as to whether the crankshaft 11 is rotating forward and backward and the timing of that period are not essential.

[0081] ·In the above embodiment, the variation period XB is calculated as the period during which the state in which the crankshaft 11 repeats forward and backward rotation continues, but it is not limited to this. For example, the variation period XB may be calculated as the integrated period during which the crankshaft 11 repeats forward and backward rotation in one EV mode. In the case of this modification example, for example, even when the crankshaft 11 rotates forward and backward and then the rotation of the crankshaft 11 completely stops and then the crankshaft 11 rotates forward and backward again, the pressure of the oil in the chain tensioner 30 can be accurately estimated.

[0082] · In the above embodiment, the configuration for estimating the estimated pressure XE, which is the estimated value of the oil pressure in the chain tensioner 30, may be changed. For example, depending on the configuration of the chain mechanism 20, when the crankshaft 11 rotates in the reverse direction, the chain 24 runs in the order of the drive sprocket 21, the swing guide 26, and the intake side sprocket 22. In this configuration, the force acting on the chain tensioner 30 from the chain 24 via the swing guide 26 when the crankshaft 11 rotates forward tends to be larger than when the crankshaft 11 rotates in the reverse direction. Therefore, in the above configuration, the control device 90 may calculate the estimated pressure XE based on the integrated value of the forward rotation amount of the crankshaft 11. Note that in the above configuration, the reverse rotation direction of the crankshaft 11 is the first rotation direction, and the forward rotation direction of the crankshaft 11 is the second rotation direction.

[0083] · Further, for example, the control device 90 may calculate the estimated pressure XE based on both the integrated value XC of the reverse rotation amount of the crankshaft 11 and the integrated value of the forward rotation amount of the crankshaft 11. As a specific example, the control device 90 may calculate the estimated pressure XE as a lower value as the sum of the integrated value XC of the reverse rotation amount of the crankshaft 11 and the integrated value of the forward rotation amount of the crankshaft 11 is larger.

[0084] · In the above embodiment, the configuration for calculating the target pressure Z may be changed. For example, although the control device 90 calculates the target pressure Z as a higher value as the estimated pressure XE is lower, the target pressure Z may be increased step by step. As a specific example, the control device 90 determines whether the estimated pressure XE is less than a predetermined pressure. Then, when the control device 90 determines that the estimated pressure XE is less than the predetermined pressure, the control device 90 may calculate the target pressure Z as a higher value than when it determines that the estimated pressure XE is equal to or higher than the predetermined pressure.

[0085] · Further, for example, the control device 90 may set a constant target pressure Z regardless of the estimated pressure XE. In this case, in the pressure control, the processes of steps S21 to S23 can be omitted.

[0086] ·In the above embodiment, it is not necessary to estimate the pressure of the oil in the chain tensioner 30. As a specific example, the vehicle 100 may include a pressure sensor that detects the pressure of the oil in the chain tensioner 30.

[0087] ·In the above embodiment, the configuration for adjusting the oil discharge amount of the oil pump 77 in the drive process may be changed. For example, the control device 90 may keep the rotation speed of the crankshaft 11 in the drive process at a constant value regardless of the target pressure Z.

[0088] ·In the above embodiment, the configuration of the oil pump 77 may be changed. For example, as the oil pump 77, an oil pump that can change the amount of oil discharged when the crankshaft 11 makes one revolution by controlling an adjustment valve to adjust the capacity of the oil pump 77, that is, a variable-capacity pump, may be employed. In this configuration, it is preferable that the control device 90 increases the amount of oil discharged from the oil pump 77 when the crankshaft 11 makes one revolution as the target pressure Z is higher. In this case, it does not matter if the rotation speed of the crankshaft 11 in the drive process is a constant value regardless of the target pressure Z.

Explanation of Reference Numerals

[0089] 10…Internal combustion engine 11…Crankshaft 20…Chain mechanism 21…Drive sprocket 22…Intake-side sprocket 23…Exhaust-side sprocket 24…Chain 25…Fixed guide 26…Oscillating guide 27…Cover 30…Chain tensioner 30A…Hydraulic chamber 31…Housing 32…Plunger 33…Biasing spring 34…Check valve mechanism 40…Power split mechanism 50…Reduction mechanism 61…First motor generator 62…Second motor generator 66…Transmission mechanism 67…Differential 68…Drive wheel 71…First inverter 72…Second inverter 73…Battery 76…Supply passage 77…Oil pump 90…Control device 100…Vehicle

Claims

1. An internal combustion engine as a drive source, A motor generator as a drive source, A battery that supplies power to the motor generator, A drive sprocket fixed to the crankshaft of the internal combustion engine, A driven sprocket to which the driving force from the drive sprocket is transmitted, A chain wound around the drive sprocket and the driven sprocket, A swing guide supported so as to be swingable, A chain tensioner that presses the swing guide against the chain, An oil pump that discharges oil based on the rotation of the crankshaft, Applied to a vehicle equipped with, A control device that controls the driving mode of the vehicle to any one of an EV mode in which the vehicle is driven by driving the motor generator while stopping the internal combustion engine and a non-EV mode in which the vehicle is driven by driving the internal combustion engine, The chain tensioner presses the swing guide against the chain by the pressure of the oil supplied from the oil pump, During the EV mode and on the condition that the pressure of the oil in the chain tensioner is equal to or lower than a predetermined specified pressure, a driving process of rotating the crankshaft to drive the oil pump is executed A control device for a vehicle.

2. When the period during which the crankshaft continues to repeat forward and reverse rotations is equal to or longer than a predetermined period, the driving process is executed on the condition that the above condition is satisfied The control device for a vehicle according to claim 1.

3. In the driving process, when the pressure of the oil in the chain tensioner is low, the target value of the pressure of the oil discharged from the oil pump is set higher than when the pressure of the oil in the chain tensioner is high The control device for a vehicle according to claim 1 or claim 2.

4. When the chain travels in the order of the drive sprocket, the swing guide, and the driven sprocket, the rotation direction of the crankshaft is defined as the first rotation direction, and the direction opposite to the first rotation direction is defined as the second rotation direction, Based on the integrated value of the rotation amount of the crankshaft in the second rotation direction during the EV mode, the pressure of the oil in the chain tensioner is estimated The control device for a vehicle according to any one of claims 1 to 3.

5. In the driving process, the crankshaft is rotated by operating the internal combustion engine independently The vehicle control device according to any one of claims 1 to 4.

6. In the driving process, when the charging rate of the battery is less than a predetermined specified value, the crankshaft is rotated by self-operating the internal combustion engine, when the charging rate of the battery is equal to or greater than the specified value, the crankshaft is rotated by transmitting the driving force of the motor generator to the crankshaft The vehicle control device according to any one of claims 1 to 5.

Images