DE102014221072A1 - VEHICLE CONTROL SYSTEM - Google Patents

Abstract

A vehicle control system includes a hybrid vehicle control device (11), a motor control device (4, 5), an engine control device (3), and a stop section (12, 5). The hybrid vehicle control device (11) controls a hybrid vehicle including a power distribution mechanism (3) and a second motor generator (23). The engine control device (4, 5) controls a first motor generator (22) and a second motor generator (23). The engine control device (3) controls the engine (21). The stop section (12, 4) forcibly stops the second motor generator (23). The engine control apparatus (3) includes an engine rotation restricting section (S100-S150) that limits a rotational speed of the engine (21) such that a rotational speed of the first motor generator (22) is less than an overspeed determination rotational speed.

Description

The present invention relates to a vehicle control system that controls a hybrid vehicle using a power distribution mechanism.

The JP 2011-127546 A describes, for example, a technology in which an engine (electric motor) that drives a throttle valve is forcibly stopped when control of an electronic throttle valve is abnormally performed by a microcomputer in an abnormal state.

A hybrid vehicle using a power distribution mechanism drives an axle mainly by using a motor (electric motor). Thus, the engine is forcibly stopped when an abnormality occurs in a microcomputer that controls the hybrid vehicle.

Two electric motors and one internal combustion engine are connected via the power distribution mechanism in the hybrid vehicle using the power distribution mechanism. Thus, in a case where one electric motor for driving one electric motor is forcibly stopped and the internal combustion engine is operated, a rotational speed of the other electric motor may become too high, and the other electric motor may be damaged depending on the engine rotational speed.

It is an object of the present invention to prevent damage to a motor (electric motor) due to excessive speed in a hybrid vehicle using a power distribution mechanism.

The vehicle control system according to the present invention includes a hybrid vehicle control device, a motor control device (electric motor control device), an engine control device, and a stopper section.

According to the vehicle control system of the present invention, the hybrid vehicle control device controls a hybrid vehicle having a power distribution mechanism and a second motor generator. The power distribution mechanism distributes and transmits power of an internal combustion engine to a first motor generator and an axle. The second motor generator transfers energy (power, power) to the axle. The engine control device controls the first motor generator and the second motor generator. An engine control device controls the engine. A stop section forcibly stops the second motor generator when an abnormality occurs in the hybrid vehicle control device. The engine control device includes an engine rotation limiting section. The engine rotation restricting section performs control for limiting a rotational speed of the internal combustion engine so that a rotational speed of the first motor generator is smaller than an overspeed determination rotational speed when the stop section performs compulsory stopping of the second motor generator and the rotational speed of the first motor generator is the same or greater than the overspeed determination speed that is predetermined.

The vehicle control system according to the present invention forcibly stops the second motor-generator when an abnormality occurs in the hybrid vehicle control device. Thus, it is possible to prevent excessive drive power from being transmitted from the second motor-generator to the axle, even if the second motor-generator is not normally controlled due to malfunction of the hybrid vehicle control device.

Further, according to the vehicle control system of the present invention, control for limiting the rotational speed of the internal combustion engine is performed when the stop portion executes the forcible stopping of the second motor-generator and the rotational speed of the first motor-generator is equal to or greater than the over-speed determining rotational speed. Therefore, in the first motor-generator to which the power of the engine is transmitted via the power distribution mechanism, it is possible to prevent the rotational speed of the first motor-generator from becoming equal to or more than the over-speed-determining rotational speed due to an increase in the rotational speed of the internal combustion engine. Therefore, it is possible to prevent damage to the first motor-generator due to the excessive speed.

The above and other objects, features and advantages of the present invention will become more apparent from the following detailed description made with reference to the accompanying drawings. Show it:

1 a block diagram illustrating a configuration of a vehicle control system;

2 a plan view illustrating a configuration of a drive system of a vehicle in which the vehicle control system is mounted;

3 a collinear representation of an energy distribution mechanism;

4 a flowchart illustrating a procedure of a monitoring process;

5 a flowchart illustrating a procedure of a rotation limiting process; and

6 a timing chart illustrating an operation of the vehicle control system.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

A vehicle control system 1 according to the present embodiment is mounted in a hybrid vehicle. The vehicle control system 1 includes a hybrid vehicle electronic control device 2 , an electronic engine control device 3 , an electronic motor-generator control device 4 and an inverter 5 as it is in 1 is shown. The following is the electronic hybrid vehicle control device 2 as electronic hybrid vehicle control unit (HVECU) 2 designated.

The electronic engine control device 3 is called internal combustion engine ECU 3 designated. Hereinafter, the electronic motor-generator control device 4 as electronic motor generator control unit (also MGECU) 4 designated.

The HVECU 2 contains a microcomputer 11 and a monitoring circuit 12 , The microcomputer 11 includes a CPU, a ROM, a RAM, an I / O interface, and a bus line connecting the CPU, ROM, RAM, I / O interface, etc. The microcomputer 11 is with the engine ECU 3 and the MGECU 4 connected via an in-vehicle LAN for data communication.

The microcomputer 11 detects an operating condition of a vehicle based on the magnitude of an accelerator operation by a driver, an operation of a brake pedal by the driver, a running speed of the vehicle, etc. The microcomputer 11 calculates a torque (hereinafter referred to as engine request torque), which is for the internal combustion engine 21 is requested, and a torque (hereinafter referred to as engine request torque), which is for the motor-generators 22 . 23 is requested based on the detected operating condition. After calculating the torques, the microcomputer transmits 11 an engine request torque signal expressing a magnitude of the calculated engine request torque to the engine ECU 3 and transmits a motor request torque signal expressing a magnitude of the calculated engine request torque to the MGECU 4 ,

The monitoring circuit 12 obtains determination information that is set in advance to determine if the microcomputer 11 is in a normal condition or in an abnormal condition. The monitoring circuit 12 gives a stop signal for making a forced stop of the inverter 5 off when the monitoring circuit 12 determines that the microcomputer 11 is in the abnormal state. That is, the stop signal stops the inverter 5 forcibly, if it is determined that the microcomputer 11 is in the abnormal state.

The inverter 5 gives the stop signal to the MGECU 4 off when the inverter 5 the stop signal from the monitoring circuit 12 receives.

The internal combustion engine ECU 3 calculates an air intake volume, a fuel injection amount, an ignition timing and the like required to express the engine request torque expressed by the engine request torque signal received from the HVECU 2 is received to realize. On the basis of the calculation result, the engine ECU controls 3 various actuators such as a throttle motor, an injector, a spark plug or the like and operates the internal combustion engine 21 ,

The MGECU 4 gives a drive signal to the inverter 5 so that the engine request torque generated by the engine request torque signal from the HVE-CU 2 is realized, and operates the motor-generators 22 . 23 , The MGECU 4 transmits MG forced stop information (also referred to as forced stop information) to the engine ECU 3 when the stop signal from the inverter 5 is entered. The MG Force Stop information expresses that the motor generator 23 is in the forced stop state.

As it is in 2 shown are the internal combustion engine 21 and the motor-generators 22 . 23 via the power distribution mechanism 30 connected with each other.

The energy distribution mechanism 30 is formed of a planetary gear mechanism which is a sun gear 31 , a ring gear 32 and a planet carrier 33 having.

A crankshaft of the internal combustion engine 21 is with the planet carrier 33 connected. A rotation axis of the motor generator 22 is with the sun wheel 31 connected. A rotation axis of the motor generator 23 is with the ring gear 32 connected. Accordingly, a rotational driving force of the internal combustion engine becomes 21 on the motor generator 22 that with the sun gear 31 connected, and the motor generator 23 that with the ring gear 32 connected via the planet carrier 33 transfer.

In addition, the ring gear 32 via a reduction mechanism 41 and a differential 42 with the axis 43 connected. Thus, the rotational driving force of the internal combustion engine becomes 21 by driving the internal combustion engine 21 on the axis 43 transfer. Similarly, the rotational driving force of the motor-generator becomes 23 by driving the motor-generator 23 on the axis 43 transfer.

For example, when starting the vehicle or traveling at low speed, it is possible for the vehicle to be powered only by the motor generator 23 by driving the motor-generator 23 to drive while the internal combustion engine 21 is in a stopped state.

In a normal drive of the vehicle by operating the internal combustion engine 21 For example, the vehicle drives by driving the axle 43 , and the motor generator 22 is powered and it gets electricity from the motor generator 22 generated. The energy of the motor-generator 23 becomes the energy of the internal combustion engine 21 added and the vehicle drives when the motor generator 23 operated by the generated electricity.

As described above, the crankshaft of the internal combustion engine 21 with the planet carrier 33 connected. The axis of rotation of the motor-generator 22 is with the sun wheel 31 connected. The axis 43 via the reduction mechanism 41 and the differential 42 is with the ring gear 32 connected. Therefore, as in the collinear drawing of the 3 is shown, a rotational speed (hereinafter also referred to as the engine speed Ne) of the internal combustion engine 21 , a speed (hereinafter also referred to as engine speed Ng) of the motor-generator 22 and a speed (hereinafter also referred to as axle speed Nd) of the axle 43 such that they are arranged on the same straight line.

Especially if a gear ratio between the internal combustion engine 21 and the axis 43 one is and a gear ratio between the internal combustion engine 21 and the motor generator 22 is expressed by K, the engine rotation speed Ne is expressed by the following equation 1: Ne = (Ng + K × Nd) / (K + 1) (1)

A process (also referred to as the monitoring process in the following) performed by the monitoring circuit 12 is executed is explained below.

If the monitoring process according to 4 is executed determines the monitoring circuit 12 first in S10 on the basis of the determination information provided by the microcomputer 11 be received, whether the microcomputer 11 is in an abnormal condition. For example, by detecting a condition in which an actual driving torque for an accelerator opening is unusually large, it is determined that the microcomputer 11 is in the abnormal state.

When the microcomputer 11 is in the normal state (S10: NO), the monitoring process is temporarily terminated and then executed again from S10. In contrast, when the microcomputer is in the abnormal state (S10: YES), the stop signal becomes to perform the forcible stopping of the inverter 5 to the inverter 5 output. Accordingly, the stop signal becomes the inverter 5 entered and the inverter 5 is forcibly stopped.

After the processing of S20, the monitoring process is temporarily terminated and then re-executed from S10.

The procedure of a rotation limiting process used by the internal combustion engine ECU 3 will be explained below with reference to 5 explained. The rotation limiting process is repeated during operation of the engine ECU 3 executed.

When the rotation limiting process is executed, the engine ECU determines 3 first in S100, whether the engine generator 23 is in a stop state as it is in 5 is shown. In particular, when the MG forced stop information from the MGECU 4 are received, it is determined that the motor-generator 23 is in the stop state. If the MG force stop information is not received, it is determined that the motor generator 23 not in the stop state.

When the engine generator 23 is not in the stop state (S100: NO), the rotation limiting process is temporarily terminated. When, in contrast, the motor generator 23 in is the stop state (S100: YES), a maximum engine speed Nemax is calculated at S110 by the following equation: Nemax = (X + K × Nd) / (K + 1) (2)

In Equation 2, the character X represents a maximum speed (hereinafter also referred to as the maximum engine speed X) of the motor generator 22 , Equation 2 is obtained by replacing the engine speed Ng in Equation 1 with the maximum engine speed X.

In S120, it is determined whether the rotational speed (hereinafter also referred to as engine rotational speed Ne) of the engine 21 is equal to or greater than a rotation speed obtained by subtracting a rotation limitation determination speed β from the maximum rotation speed Nemax (hereinafter also referred to as "maximum rotation speed Nemax rotation limitation determination rotation speed β"). The rotation limit determination rotational speed β is set in advance in consideration of a margin before malfunction of a component or the like. The rotation limitation determination rotational speed β is set on the basis of, for example, a criterion that the reliability of the motor-generator 22 not deteriorated when Nemax>Ne> Nemax - β is satisfied, and the reliability of the motor generator 22 can decrease if Ne> Nemax is satisfied.

An engine limiting determination speed X1 is calculated by the following equation 3: (Nemax - β) = (X1 + K × Nd) / (K + 1) (3)

When the engine rotation speed Ne is smaller than a rotation speed obtained by subtracting the rotation limitation determination rotation speed β from the maximum engine rotation speed Nemax (S120: NO), the rotation restriction process is temporarily terminated. In contrast, when the engine rotation speed Ne is equal to or greater than the rotation speed obtained by subtracting the rotation limitation determination rotation speed β from the maximum engine rotation speed Nemax (S120: YES), in S130 a process in which the throttle motor is controlled becomes an opening to throttle the electronic throttle executed, and it is the engine speed Ne reduced.

In S140, it is determined whether or not the engine rotational speed Ne is equal to or greater than a rotational speed obtained by adding a predetermined fuel cut determination rotational speed α to the maximum engine rotational speed Nemax. The fuel cut determination speed α is set in consideration of a backlash before a malfunction of a component or the like. The fuel cut determination speed α is set based on, for example, a criterion that the engine generator 22 can be directly damaged if Ne> Nemax + α is satisfied, and the motor generator 22 may worsen if Ne> Nemax is satisfied.

When the engine rotation speed Ne is smaller than the rotation speed obtained by adding the fuel cut determination rotation speed α to the maximum engine rotation speed Nemax (S140: NO), the rotation restriction process is temporarily terminated. In contrast, when the engine rotation speed Ne is equal to or greater than the rotation speed obtained by adding the fuel cut determination speed α to the maximum engine rotation speed Nemax (S140: YES), the engine rotation speed Ne is reduced by executing the fuel cut in S150. The rotation limiting process is temporarily stopped after the S150 process.

The following is an example of operation of the vehicle control system 1 described.

As it is in 6 is shown gives the monitoring unit 12 the stop signal to the inverter 5 off (see time t02 of the stop signal of 6 ), if it determines that the microcomputer 11 is in the abnormal state (see time t01 of the state of the microcomputer 11 in 6 ).

Accordingly, the actual torque RT1 of the motor-generator becomes 23 is reduced and is equal to 0 N · m (see times t02 to t03 of a torque of the motor-generator 23 ) regardless of a magnitude (see request torque RQ1) of the motor request torque of the motor-generator 23 by the HVECU 2 is transmitted.

When the engine rotation speed Ne is equal to or greater than the value obtained by subtracting the rotation limitation determination speed β from the maximum engine rotation speed Nemax (see time t04 of Ne), control (hereinafter also referred to as Ne limitation control) for limiting the engine rotation speed Ne started (see arrow NC).

When the actual torque RT2 of the internal combustion engine 21 is reduced and the engine speed Ne regardless of a magnitude of the requested engine torque from the HVECU2 to the internal combustion engine 21 is smaller than the value obtained by subtracting the rotation limitation determination rotational speed β from the maximum engine rotation speed Nemax (see time t05 of Ne), the Ne limitation control is terminated. Each time the engine speed Ne is equal to or greater than a value obtained by subtracting the rotation limitation determination speed β from the maximum engine speed Nemax (see times t06, t07, t08, t09, t10 of Ne), the Ne limit control is executed ,

In the vehicle control system 1 , which is constructed as described above, controls the microcomputer 11 the HVECU 2 a hybrid vehicle that uses the power distribution mechanism 30 , the energy of the internal combustion engine 21 distributed and on the motor generator 22 and the axis 43 transfers and the motor generator 23 that puts the energy on the axle 43 transmits, has. In addition, control the MGECU 4 and the inverter 5 the motor generator 22 and the motor generator 23 , The internal combustion engine ECU 3 controls the internal combustion engine 21 , The monitoring circuit 12 and the inverter 5 the HVECU 2 stop the motor generator 23 forcibly, if an abnormality in the microcomputer 11 the HVECU 2 occurs. The internal combustion engine ECU 3 controls the speed of the internal combustion engine 21 , and a speed of the motor-generator 22 is smaller than the engine limiting determination speed X1 when forcibly stopping the motor-generator 23 from the monitoring circuit 12 and the inverter 5 is performed, and the speed of the motor-generator 22 is equal to or greater than the predetermined engine limiting determination speed X1 (S100 to S150).

According to the vehicle control system 1 According to the present invention, it is possible to prevent excessive drive power from the motor generator 23 on the axis 43 is transferred, even if the motor-generator 23 due to a malfunction of the microcomputer 11 the HVECU 2 is not controlled normally. Besides, it is according to the vehicle control system 1 in that the energy of the internal combustion engine 21 transmitted through the power distribution mechanism, it is possible to prevent the speed of the motor-generator 22 due to an increase in the speed of the internal combustion engine 21 is equal to or greater than the engine limiting determination speed X1. Therefore, it is possible to damage the motor-generator 22 due to an overspeed to prevent.

In addition, the engine ECU determines 3 in that the speed of the motor-generator 22 is equal to or greater than the engine limiting determination speed X1 (S120) when the engine speed is 21 is equal to or greater than the rotation value obtained by subtracting the rotation limitation determination speed β from the maximum engine rotation speed Nemax.

Accordingly, it is possible to overspeed the motor-generator 22 using the engine speed commonly used for vehicle control. Therefore, it is not necessary to separately obtain information related to the speed of the motor-generator 22 represent the overspeed of the motor generator 22 capture. It is possible to simplify the configuration of the vehicle control system.

In addition, the engine ECU controls 3 the opening of the electronic throttle and limits the speed of the internal combustion engine 21 (S130). Accordingly, it is assumed that an excess speed corresponds to a speed at which the speed of the motor generator 22 exceeds the engine limiting determination speed X1. In other words, the excess speed is obtained by subtracting the engine limiting determination speed X1 from the speed of the motor generator 22 receive. It is possible that the engine ECU 3 a controller for limiting the rotational speed of the internal combustion engine 21 according to the excess speed. When the excess speed is larger, for example, the opening of the electronic throttle is reduced.

The internal combustion engine ECU 3 controls the speed of the internal combustion engine 21 by means of fuel cut (S150). Because the fuel supply to the engine 21 is suppressed by the fuel cut, it is possible the output of the internal combustion engine 21 sure to decrease. Accordingly, it is possible to have a rotational speed of the internal combustion engine 21 even safer to limit.

The internal combustion engine ECU 3 limits the speed of the internal combustion engine 21 by fuel cut (/ S150) when the engine speed Ne is equal to or greater than the speed obtained by adding the fuel cut determination speed α to the maximum engine speed Nemax (S140: YES). In contrast, the engine ECU limits 3 the speed of the internal combustion engine 21 by controlling the opening of the electronic throttle (S130) when the engine speed Ne is smaller than the speed obtained by adding the fuel cut determination speed α to the maximum engine speed Nemax (S140: NO).

A limitation amount of the engine rotation speed by means of the fuel cut is greater than a restriction amount of the engine rotation speed by the control of the electronic throttle opening. When the excess speed is equal to or greater than a predetermined threshold, therefore, the fuel cut is performed. In contrast, when the excess speed is smaller than the threshold, the electronic throttle opening control is performed. That is, it is possible to use a suitable means for an engine speed limitation in accordance with a magnitude of the excessive speed.

The predetermined threshold is determined based on a criterion as to whether the motor generator 22 for example, could be directly damaged.

The MGECU 4 and the engine ECU 3 are interconnected for data communication. The MGECU 4 transmits the MG forced stop information representing that the forced stop is performed when the monitoring circuit 12 and the inverter 5 the forced stop of the motor-generator 23 carry out. Accordingly, the internal combustion engine ECU 3 no information that represents whether the forced stop of the motor generator 23 is performed by the microcomputer 11 HVECU2 in which an abnormality occurs. Therefore, it is possible to determine the reliability of whether the coercive force of the motor generator 23 is executed to improve.

According to the present embodiment, the motor generator corresponds 22 a first motor generator. The motor generator 23 corresponds to a second motor generator. The microcomputer 11 the HVECU 2 corresponds to a hybrid vehicle control device. The MGECU 4 and the inverter 5 correspond to a motor control device. The internal combustion engine ECU 3 corresponds to an engine control device. The monitoring circuit 12 and the inverter 5 correspond to a stop section. The processes of steps S100 to S150 correspond to an engine rotation limiting section. The engine limiting determination speed X1 corresponds to an overspeed determination speed. A value obtained by subtracting the rotation limitation determination rotational speed β from the maximum engine rotation speed Nemax (ie, Nemax-β) corresponds to an overspeed determination engine rotation speed. The determination condition in S140 corresponds to an interference determination condition.

Above, an embodiment of the present invention has been described. However, the present invention is not limited to the embodiment, and the present invention may have various embodiments within its technical scope.

According to the present embodiment, the maximum engine speed Nemax is calculated using Equation 2 based on a relationship shown in the collinear drawing of FIG 3 is derived is derived. In Equation 2, the maximum engine speed Nemax is calculated using the axle speed Nd. As long as the speed of the ring gear 32 Any other type of speed than the axle speed Nd may be used in Equation 2. As a rotation axis of the motor-generator 23 with the ring gear 32 is connected, the maximum engine speed Nemax from the speed of the motor generator 23 be calculated.

According to the present embodiment, when the engine rotation speed Ne is equal to or greater than a value obtained by subtracting the rotation limitation determination speed β from the maximum engine rotation speed Nemax, control is performed to limit the rotation speed of the internal combustion engine. However, if the speed (also referred to as engine speed Ng) of the motor-generator 22 can be measured directly and the engine speed Ng is equal to or greater than the engine limiting determination speed X1, a control for limiting the rotational speed of the internal combustion engine can be performed.

According to the present embodiment, the microcomputer outputs 11 the HVECU 2 the stop signal off when the microcomputer 11 is in the abnormal state. However, the stop signal can be output when the MGECU 4 is in an abnormal condition.

Note that each flow chart or processing of the flowchart in the present application includes steps (also referred to as sections) each designated as S10, for example. Each step may also be divided into several subsections, and different sections may be combined into a single section. In addition, each of the configured sections may also be referred to as a device, module, or device.

Any combination of steps described in the present embodiment may be used as software steps in combination with a hardware device (e.g. Computer) or as a hardware section including or not including a function of a subject device. In addition, the hardware portion (e.g., integrated circuit, hard-wired logic circuitry) may be formed within a microcomputer.

While the present invention has been described above with reference to examples, it should be understood that the invention is not limited to the examples and constructions. The present invention covers various modifications and equivalent arrangements. In addition, other combinations and configurations including more, less or a single element are also possible within the scope of the present invention.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2011-127546 A [0002]

Claims (6)

A vehicle control system comprising: a hybrid vehicle control device ( 11 ) that controls a hybrid vehicle that includes: an energy distribution mechanism ( 30 ), the energy of an internal combustion engine ( 21 ) and on a first motor generator ( 22 ) and an axis ( 43 ), and a second motor generator ( 23 ), the energy to the axis ( 43 ) transmits; a motor control device ( 4 . 5 ), which is the first motor generator ( 22 ) and the second motor generator ( 23 ) controls; an engine control device ( 3 ), the internal combustion engine ( 21 ) controls; and a stop section ( 12 . 5 ), the second motor-generator ( 23 ) forcibly stops as a forced stop when an abnormality in the hybrid vehicle control device (FIG. 11 ) occurs, wherein the engine control device ( 3 ) includes an engine rotation restricting section (S100-S150) having a rotational speed of the internal combustion engine ( 21 ), so that a rotational speed of the first motor-generator ( 22 ) is smaller than an overspeed determination speed when the stop section ( 12 . 5 ) the forced stop for the second motor generator ( 23 ) and the speed of the first motor-generator ( 22 ) is equal to or greater than the overspeed determination speed. Vehicle control system according to claim 1, wherein the rotational speed of the internal combustion engine ( 21 ) corresponds to an overspeed determination engine speed when the speed of the first motor generator ( 22 ) is equal to the overspeed determination speed, and the engine rotation limiting section (S100-S150) determines that the number of revolutions of the first motor generator ( 22 ) is equal to or greater than the overspeed determination speed when the speed of the internal combustion engine ( 21 ) is equal to or greater than the overspeed determination engine speed. The vehicle control system according to claim 1 or 2, wherein the engine rotation restricting section (S100-S150) controls the rotational speed of the internal combustion engine (FIG. 21 ) is limited by controlling an opening of an electronic throttle. The vehicle control system according to claim 1 or 2, wherein the engine rotation restricting section (S100-S150) controls the rotational speed of the internal combustion engine (FIG. 21 ) limited by means of a fuel cut. A vehicle control system according to claim 1 or 2, wherein an excess speed of an excess amount of the first motor-generator ( 22 ) is set in advance of the overspeed determination speed, an overdetermination condition is set in advance, and represents that the excess speed is equal to or greater than a predetermined threshold, the engine rotation limiting section (S100-S150) controls the number of revolutions of the engine ( 21 ) limited by means of a fuel cut, when the speed of the first motor-generator ( 22 ) is equal to or greater than the overspeed determination speed and the oversize determination condition is satisfied, and the engine rotation restricting section (S100-S150) controls opening of an electronic throttle when the number of revolutions of the first motor generator ( 22 ) is equal to or greater than the overspeed determination speed and the interference determination condition is not satisfied. Vehicle control system according to one of claims 1 to 5, wherein the engine control device ( 4 . 5 ) and the engine control device ( 3 ) are connected to each other to perform data communication, compulsory stop information representing that the forced stop for the second motor generator ( 23 ), and the engine control device ( 4 . 5 ) the forced stop information to the engine control device ( 3 ) transmits when the stop section ( 12 . 5 ) the forced stop for the second motor generator ( 23 ).

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