JP2000104590A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To compensate for shortage in an engine output torque due to a fluctuation of an atmospheric pressure. SOLUTION: A plurality of differential mechanisms 4 and 6 are provided to control a difference in the number of revolutions between input and output shafts by motors 8 and 9. The input and output shafts of the differential mechanisms 4 and 6 are used in common with each other. Generating torque of the motors 8 and 9 are estimated from an armature current used for control of the motors and from assigned motor torque, engine torque is calculated. When vehicle torque intended by a driver is not obtained, desired vehicle torque is obtained by assisting torque by the motors 8 and 9.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle that runs using an engine and a motor as driving forces, and more particularly to a hybrid vehicle using a transmission including a motor and a differential mechanism.

[0002]

2. Description of the Related Art As a drive system for reducing the fuel consumption of an engine, there is a hybrid vehicle using a driving force of a motor. Hybrid vehicles are series, parallel, etc.
Various methods have been proposed, among which a series-parallel hybrid method using two motors and one planetary gear has been proposed. For example, JP-A-7-135701
The publication describes a method in which the driving force of an engine is input to a planetary gear, and the generator is controlled so that the vehicle is driven by the driving force obtained from the planetary gear. In this method, a part of the engine energy is generated by a generator while assisting the driving force from a motor connected to the output shaft,
It has the feature that the engine can always be driven in an efficient high torque region and can be provided with a shift function.

[0003]

However, the output torque of the engine is greatly affected by the atmospheric pressure, the warm-up state of the engine, and the like, and the output torque fluctuates. Therefore, the vehicle torque intended by the driver may not be obtained.

An object of the present invention is to estimate a motor torque from an armature current of a motor in a hybrid vehicle equipped with a transmission that realizes a continuously variable transmission function by motor control using a planetary gear, and to determine an engine torque from the motor torque. Is calculated. As a result, when the vehicle torque is insufficient, the desired vehicle torque can be obtained by controlling the torque of the motor. Further, it is possible to determine the abnormality of the engine from the calculated engine torque. Another object of the present invention is to provide a hybrid vehicle that makes it possible to determine a vehicle abnormality by comparing a speed command with these detection values.

[0005]

In order to solve the above-mentioned problems, the present invention realizes a continuously variable transmission function by controlling a motor by providing a differential mechanism for controlling a difference between the number of revolutions of an input shaft and an output shaft by a motor. Thus, the torque of the engine and the torque of the motor are balanced by the differential mechanism. Further, the generated torque of the motor can be estimated from the armature current used for motor control. Therefore, a means for calculating the motor torque from the motor current and a means for calculating the engine torque from the estimated motor torque by using the relationship in which the motor and the engine torque are balanced by the differential mechanism are provided, and the engine torque is calculated. Therefore, when the vehicle torque intended by the driver is not obtained, a desired vehicle torque can be obtained by assisting the torque with the motor. Further, it can be determined whether or not the engine torque is abnormal, and the engine abnormality can be detected. Further, by comparing the vehicle torque command and the speed command with the detected vehicle torque and speed, an abnormality of the vehicle can be detected, and the object of the present invention is achieved.

[0006]

FIG. 1 shows a first embodiment of the present invention. FIG. 1 shows an embodiment in which an engine and a transmission for controlling a plurality of planetary gears by a motor are provided.

FIG. 1 shows an automobile in which wheels 3a and 3b are rotated via a drive shaft 2 using the energy of an engine 1 to drive a vehicle body. Planet gears 4 and 6 are sun gear 4 respectively.
s, 6s, planetary carriers 4p, 6p, and ring gears 4r, 6r. The sun gears 4s, 6s are driven by motors 8, 9 controlled by power converters 10, 11, respectively. Reference numeral 12 denotes a power storage device such as a battery, which is used to supply energy required by the motors 8 and 9 and to store energy generated by the motors 8 and 9.

Further, the planetary carriers 4p and 6p are fastened by the same input shaft so as to distribute the driving torque of the engine 1 to the planetary gears 4 and 6. The ring gears are provided with gears having different gear ratios. The ring gear 4r is a gear 5 having a large gear ratio, and the ring gear 6r is a gear 7 having a small gear ratio. These are shared output shafts. Therefore, the output torques τva and τvb from the planetary gears 4 and 6 are combined here to form the vehicle torque τv. If the power converters 10 and 11 control the motor torques τa and τb of the motors 8 and 9 and the motor speeds ωa and ωb to drive the sun gears 4s and 6s, the vehicle torque τv and the engine speed ωe can be adjusted. It is.

Hereinafter, the first embodiment of the present invention will be described with reference to FIGS.
The operation of this embodiment will be described. In the embodiment shown in FIG. 1, the engine 1, the motors 8, 9 are controlled by the vehicle drive control unit 13 having the configuration shown in FIG. That is, when a driving command intended by the driver such as a switching signal for instructing an accelerator or brake depression amount, forward / backward / neutral, etc. is input, and a vehicle state such as a vehicle speed, a battery charging state, and a temperature of each part is input. , An operation mode corresponding to these values is determined to determine an operation mode. Here, when the vehicle speed ωv is low or when the vehicle is traveling in reverse, the engine 1 is stopped and a motor drive mode in which the motor is driven only by the motors 8 and 9 is used. The first speed mode, the second speed mode, and the CVT mode are used.

A vehicle drive control unit 13 for performing control in accordance with each of these modes includes an engine control unit 2 as shown in FIG.
0, a motor control unit 21 and a control command calculation unit 19, and a control unit for controlling the engine 1 and the motors 8 and 9.
That is, when, for example, an accelerator pedal depression amount or the like is input in order to set the vehicle state intended by the driver, an operation command corresponding to these inputs is output from the operation command input unit 14 to the control command calculation unit 19. In the control command calculation unit 19,
The driving force and speed required to drive the vehicle are calculated according to the driving mode described above. The driving force command and the speed command calculated by the control command calculation unit 19 are input to the engine control unit 20 as an engine control command, and the motor control unit 21 is input as a motor control command.

Therefore, in the motor drive mode, an engine OFF signal is output to the engine control section 20 and the motors 8 and 9 are controlled only by the motor control section 21 to drive the vehicle body. In other operation modes, the engine control unit 20
To control the throttle opening in accordance with the control command to operate the engine. On the other hand, the motors 8 and 9 are also controlled by the motor control unit 21 according to the control command. In the first speed mode described above, the vehicle speed ωv is low,
In this case, a driving force is required, and the speed change state corresponds to a low gear. That is, this mode is the motor 8
The speed ωa is set to 0, the speed is controlled to be electrically locked, the control of the motor 9 is stopped, and the free-run state is established, thereby fixing the sun gear 4s of the planetary gear 4 having a large input / output gear ratio. To be driven by the engine 1. On the other hand, the second speed mode is a case where the vehicle speed ωv is equal to or higher than the medium speed and in a low torque range, and corresponds to a high gear capable of improving engine efficiency. That is, in this mode, the planetary gear 6 having a small input / output gear ratio is controlled by setting the speed ωb of the motor 9 to 0 and electrically locking the motor 9 in the locked state, and stopping the control of the motor 8 in the free running state. Is driven by the engine 1 in a state where the sun gear 6s is fixed. The CVT mode is set when the vehicle speed ωv is equal to or higher than the medium speed and a high torque is required, and a high torque can be obtained by adding the driving torque of the motor.

The engine controller 20 controls the throttle opening in accordance with the accelerator pedal opening and the engine speed. That is, the engine is controlled by outputting the throttle opening which is the engine operation amount based on the engine control command from the control command calculation unit 19. An engine state quantity at that time, such as an engine speed, is input, and an estimated torque derived from these relationships is obtained from a preset torque map.

The motor control unit 21 detects the armature current and speed of the motor, performs speed control or torque control of the motors 8 and 9, estimates the motor torque, and uses the estimated motor torque value in the control command calculation unit 19. Output to FIG. 3 shows a specific configuration example of the motor control unit 21. FIG.
The motor control unit 21 in the embodiment compares the carrier with the voltage command v * calculated by the speed control system 201, the current control system 202, and the current control system for controlling the speed and the torque of the motor 8, and sets the power converter 10 to the pulse width. PWM control system 203 that outputs a gate signal of a power converter that performs modulation (PWM) control
Consists of Similarly, it comprises a speed control system 204 for controlling the speed and torque of the motor 9, a current control system 205, and a PWM control system 206. The general operation of the speed control systems 201 and 204 and the current control systems 202 and 205 will be described below.

As shown in FIGS. 1 and 3, the armature current of the motor 8 is detected by current detectors 15 and 16, and the armature current flowing through the motor 9 is detected by current detectors 17 and 18, and the respective current detectors Current control systems 202, 205 via 22, 25
To enter. On the other hand, the speed detectors 24 and 27
9 is detected and input to the speed control systems 201 and 204 via the speed detection units 23 and 26. Speed control system 201,
At 04, the speed command ω * from the host control system and the detected speed value ω
From f, a control command is calculated to calculate a torque command, and a current command I * is calculated from the torque command. Current control system 202,
At 205, a control calculation is performed from the current command I * and the current detection value I, and a voltage command v * is created, and the respective PWM control systems 2
03, 206 and the power converters 10, 11 are PWM
Control. As will be described later, the motors 8 and 9 perform speed control or torque control. Therefore,
In the case of torque control, a torque command τ * from a higher-level control system is input to speed control systems 201 and 204 as shown in the figure, and a current command I * corresponding to the torque command τ * is calculated to obtain a current control system 202 and 205. And the current is controlled.
With such a control block, the torque or speed of the motors 8 and 9 can be controlled.

The motors 8, 9 are three-phase motors.
Therefore, in practice, it is common practice to convert a three-phase control amount into a dq axis to perform control. That is, based on the torque command calculated by the speed control system, the dq axis current command Iq
* And Id * are calculated and input to the current control unit. On the other hand, Iq and Id obtained by performing coordinate conversion on the detected current are fed back, and a control operation is performed from these deviations to perform voltage calculation vq *,
vd * is created, the voltage commands vq *, vd * are inversely converted to create a three-phase voltage command, which is output to the PWM control system, and the power converters 10, 11 are PWM-controlled. In the embodiment shown in FIG. 1, the current of the motors 8 and 9 detects two phases out of three phases and converts them into Iq and Id. good. In FIG. 3, the power converters 10 and 11 are power converters using IGBTs, but are not limited thereto.

In the system configuration shown in FIG. 1, equations 1 to 6 hold for torque.

[0017]

Ωe = kpωa + kaωv (Equation 1)

[0018]

Ωe = kpωb + kbωv (Expression 2)

[0019]

Τe = τea + τeb (Expression 3)

[0020]

Τv = τva + τvb (Equation 4)

[0021]

Τea = τa / kp = τva / ka (Equation 5)

[0022]

Τeb = τb / kp = τvb / kb (6) where ωe: engine speed, ωv: vehicle speed, ωa,
ωb: motor A and B speeds, τe: engine torque, τe
a: planetary gear A shared engine torque, τeb: planetary gear B shared engine torque, τv: vehicle torque, τa: motor A torque, τb: motor B torque, kp, ka, kb
Is a constant indicating the gear ratio.

From the above equations 1 to 6, the motor A torque τa, the motor B torque τb and the engine torque τ
The relational expression between e and the vehicle torque τv can be expressed by Expressions 8 and 9.

[0024]

Τe = (τa + τb) / kp (7)

[0025]

Τv = (kaτa + kbτb) / kp (Expression 8) Further, the torque generated by the motor can be expressed by Expression 9.

[0026]

Τ = Pnφiq + Pn (Ld−Lq) idiq (Expression 9) where τ: torque, φ: armature interlinkage magnetic flux by permanent magnet, Pn: number of pole pairs, id: d-axis current, iq: electric machine Q-axis current of armature current, Ld: d-axis inductance of armature winding,
Lq: q-axis inductance of the armature winding.

In the relational expression of Equation 9, the number of pole pairs Pn, d and q axis inductances Ld and Lq of the armature winding are design values of the motor. Therefore, the torque τa of the motor 8 and the torque τb of the motor 9 can be estimated from the detected armature current of each motor. On the other hand, if the torque τa of the motor 8 and the torque τb of the motor 9 can be estimated, the engine torque τe, the vehicle torque τv
Can be calculated. As described above, the present invention focuses on the fact that the above-mentioned relational expressions are satisfied when the torque is balanced in the transmission having the planetary gears.

FIG. 4 shows a flow of the overall control of the present invention.

In a process 101, the armature currents of the motors A8 and B9 are fetched, and in the next process 102, the torques τa and τb of the motors A8 and B9 are calculated from Expression 9. Based on the torques τa and τb, an engine torque τe and a vehicle torque τv are calculated in processing 103 by using Expressions 7 and 8.
On the other hand, in the process 104, an estimated engine torque τe * is obtained from the engine torque map and the engine speed and the throttle opening. Next, in process 105, the engine torque estimated value τe * is compared with the engine torque τe, and if it is determined that the desired vehicle torque is generated, the vehicle is driven as it is. However, when it is determined that the desired vehicle torque is not obtained because the engine torque τe is affected by the warm-up state of the engine, the atmospheric pressure, and the like, the process proceeds to step 106 to perform the torque correction control by the motor.
A means for calculating the motor torque from the motor current, a means for calculating the engine torque from the estimated motor torque using the relationship in which the motor and the engine torque are balanced by the differential mechanism, and a torque correction means for the motor are provided. I have.

In step 107, the operation command input unit 1
4, a vehicle torque command value which is a driving force and speed command calculated by the control command calculation unit 19 in response to the driving command input from
The vehicle speed command value is compared with the vehicle torque and the vehicle speed during traveling to determine whether the vehicle is operating normally. In this way, a means for judging a system abnormality from the running state of the vehicle is also provided.

Next, the flow of the torque correction control by the motor is shown in FIG.

In the process 111, the estimated engine torque τe * obtained from the torque map and the engine torque τe
Is determined, and if the difference between the two is within a predetermined range, the routine proceeds to step 112, where the control command computing unit 19 computes a torque correction amount, and then proceeds to step 113. Here, for example, assuming that the motor A operates in the torque control and the motor B operates in the speed control in the embodiment of FIG. 1, the calculated torque correction amount is added to the motor A torque command from the control command calculation unit 19. Is added to perform torque control, so that the torque can be corrected. On the other hand, in the determination of the comparison result in the processing 111, if the generated torque of the engine is extremely large or abnormally generated, or if it is extremely small and hardly generated, the engine is determined to be abnormal in processing 114,
At 15, a system stop process 1 for stopping the engine and driving the motor safely to stop the vehicle safely is performed. That is, the rotation of the engine 1 is stopped by the fastening means (not shown), and the control command calculation unit 19 outputs an engine OFF signal to the engine control unit 20 to stop the engine 1. By such processing, the vehicle can be stopped after the motors 8 and 9 are controlled only by the motor control unit 21 to drive the vehicle body.

FIG. 6 shows a flow for comparing the vehicle torque with the vehicle speed command value.

The processing here includes a vehicle torque command value and a vehicle speed command value, which are driving force and speed commands calculated by the control command calculating unit 19 in response to a driving command input from the driving command input unit 14, The vehicle torque and vehicle speed at the time are compared to determine whether the vehicle is operating normally. That is, the vehicle torque command value is compared with the detected vehicle torque in step 121, and if the difference between the two is extremely large, it is determined that the vehicle is abnormal and the process proceeds to step 123. Similarly, in process 122, the vehicle speed command value is compared with the detected vehicle speed, and if the difference between the two is extremely large, it is determined that the vehicle is abnormal and the process proceeds to process 123. That is, when the vehicle has not obtained the vehicle torque and the vehicle speed according to the vehicle torque command or the speed command at that time, it is determined that the vehicle is in an abnormal state as a system, and the system stop process 2 is performed in process 123. Such a state is that torque assist or speed control by motor control cannot be performed,
Factors include abnormalities in the motor, mechanical damage to the planetary gears, and abnormalities in the transmission due to motor control. In such a case, after the motor control is stopped and the vehicle is driven only by the engine 1, a process of stopping the vehicle is performed. If the vehicle speed and torque cannot be obtained as instructed due to the battery voltage drop due to the above-mentioned factors, a process for stopping the rotation of the drive shaft 2 of the wheels 3a, 3b by a fastening device (not shown) is performed. Then, for example, the planetary carrier 4p of the planetary gear 4 is connected to the ring gear 4r, and the engine 1 is driven to charge the battery 12 by the power generation operation of the motor 8. As a method for charging the battery, the planetary carrier 6p of the planetary gear 6 may be fastened to the ring gear 6r and the motor 9 may be used, or both the motors 8 and 9 may be used.
By performing such processing, a system abnormality of the vehicle can be quickly determined, and processing according to the state can be performed, so that the reliability of the vehicle can be improved.

As described above, in the transmission according to the first embodiment of the present invention, the planetary gear balances the torque of the engine and the motor in the shifting operation for increasing or decreasing the rotation speed of the engine, and also in the non-shifting operation. Therefore, the motor torque can be estimated from the armature current of the motor, and the engine torque at that time can be calculated. Accordingly, the engine torque and the vehicle torque can be detected without the torque sensor, and when the vehicle torque intended by the driver is not obtained, the motor can be torque controlled to obtain the desired vehicle torque. In addition, since the engine abnormality can be quickly determined, the engine can be stopped and the vehicle can be safely stopped when the engine is abnormal, and the reliability of the vehicle can be improved because the abnormal state of the vehicle can be determined.

The second and third embodiments of the present invention will be described below with reference to FIGS.

FIG. 7 shows an automobile in which the wheels 3a and 3b are rotated via the drive shaft 2 using the energy of the engine 1 to drive the vehicle body. The planet gears 28 are sun gears 28, respectively.
s, a planetary carrier 28p, and a ring gear 28r. The sun gear 28s of the planetary gear 28 is driven by the motor 8 controlled by the power converter 10. Reference numeral 12 denotes a power storage device such as a battery, which is used to supply energy required by the motor 8 or to store energy generated by the motor 8. Gear 3
Reference numeral 0 denotes a configuration that can be fastened to the input shaft of the engine 1 by the fastening device 31. Therefore, the drive torque of the engine 1 is transmitted to the planetary gear 28 or the gear 30, and the output torque output from the planetary gear 28 or the gear 30 becomes the vehicle drive torque. Thereby, the vehicle can obtain acceleration / deceleration intended by the driver. Further, by controlling the motor torque and the motor speed by the power converter 10 and driving the sun gear 28s, it is possible to adjust the vehicle driving torque and the engine speed. Further, a fastening device 31 for fastening the ring gear 28r of the planetary gear 28 to the input shaft of the engine 1 is provided, and the gear ratios of the output shaft gears 5 and 7 are set to different values.

A third embodiment shown in FIG. 8 is an automobile in which the wheels 3a and 3b are rotated via a drive shaft 2 using the energy of an engine 1 to drive a vehicle body. The difference from FIG. 6 is that the smaller gear ratio between the input shaft and the output shaft is the planetary gear 32 of the differential mechanism, and the larger gear ratio is the gear 34 of the power transmission mechanism. Sun gear 32s of planetary gear 32
Is driven by the motor 8 controlled by the power converter 10. Further, the planetary carrier 32p and the fastening device 35 are provided on the same input shaft, and are configured to transmit the driving torque of the engine 1 to the planetary gear 32 or the gear 34, and output from the planetary gear 32 or the gear 34. The output torque becomes the vehicle drive torque. Thereby, the vehicle can obtain acceleration / deceleration. Further, the motor torque and the motor speed are controlled by the power converter 10, and the sun gear 32s
, It is possible to adjust the vehicle driving torque and the engine speed. Further, a fastening device 35 for fastening the ring gear 32 r of the planetary gear 32 to the input shaft of the engine 1.
And the gear ratios of the output shaft gears 5 and 7 are set to different values.

In the above-described transmission according to the second and third embodiments of the present invention, which is constituted by the motor, the planetary gears and the fastening device, the torque of the engine and the motor is balanced by the planetary gears in the same manner as in the first embodiment. I do. Therefore, the generated torque is estimated by means for calculating the motor torque from the motor current. Further, the means for calculating the engine torque from the motor torque estimated from the relationship in which the torque is balanced can calculate the engine torque at that time, and the torque correction amount can be calculated. Therefore, engine torque and vehicle torque can be detected without a torque sensor, and when vehicle torque intended by the driver has not been obtained, torque correction control can be performed so as to obtain desired vehicle torque. Further, since the abnormality of the engine can be promptly determined, there is an effect that the vehicle can be safely stopped. Further, since an abnormal state of the vehicle can be determined, there is an effect that reliability is improved.

As described above, various configurations of a hybrid vehicle having a plurality of driving sources for an engine and a motor are conceivable, but the concept of the present invention is not limited to the configuration.
The present invention can be applied to a hybrid vehicle including a transmission configured with a motor that controls driving energy of the vehicle and a planetary gear.

[0041]

According to the present invention, in a hybrid vehicle having a plurality of driving sources for an engine and a motor and a transmission including a motor for controlling driving energy of the vehicle and a planetary gear, the engine is driven by the planetary gear. Since the motor torque is balanced with the motor torque, the motor torque is estimated from the motor current, and the engine torque at that time can be calculated. Therefore, the engine torque,
The vehicle torque can be detected, and when the vehicle torque intended by the driver has not been obtained, torque correction control for obtaining a desired vehicle torque by performing torque control on the motor can be performed. Further, there is an effect that the engine can be stopped because the abnormality of the engine can be promptly determined, and the vehicle can be safely stopped. Further, since an abnormal state of the vehicle can be determined, there is an effect that reliability is improved.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a first embodiment of the present invention applied to a hybrid vehicle that realizes a shift function using two planetary gears controlled by a motor.

FIG. 2 is a diagram illustrating a configuration of a vehicle drive control unit according to the first embodiment.

FIG. 3 is a diagram showing a specific configuration example of a motor control unit.

FIG. 4 is a diagram showing a flow of overall control of the present invention.

FIG. 5 is a diagram showing a flow of torque correction control by a motor.

FIG. 6 is a diagram showing a flow for comparing a vehicle speed and a vehicle torque command value.

FIG. 7 is a configuration diagram showing a second embodiment of the present invention applied to a hybrid vehicle that realizes a shift function using a planetary gear controlled by a motor and a gear that transmits power.

FIG. 8 is a configuration diagram showing a third embodiment of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Drive shaft, 3a, 3b ... Wheels, 4,
6, 28, 32 planetary gear, 5, 7, 30, 34 gear, 8, 9 motor, 10, 11 power converter, 12
Power storage device, 13: vehicle drive control unit, 14: operation command input unit, 15, 16, 17, 18 ... current detector, 19 ...
Control command calculation unit, 20: engine control unit, 21: motor control unit, 22, 25: current detection unit, 23, 26: speed detection unit, 24, 27: speed detector, 29, 31, 33, 3
5 ... fastening device, 201, 204 ... speed control system, 202,
205: current control system, 203, 206: PWM control system.

 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Satoru Kaneko 7-1-1, Omikacho, Hitachi City, Ibaraki Prefecture Within Hitachi Research Laboratory, Hitachi, Ltd. (72) Inventor Masahiko Amano 7-1 Omikacho, Hitachi City, Ibaraki Prefecture No. 1 F-term in Hitachi, Ltd. Hitachi Research Laboratory F-term (reference) 3G093 AA06 AA07 AA16 CA12 CB14 DA01 DA06 DB05 DB20 EA03 EB00 EB02 EC01 FA10 FA11 FB05 5H115 PG04 PI16 PI29 PO17 PU08 PU24 PU25 PV10 PV23 QN06 QN09 QN28 RB22 RB22 RE02 RE03 SE04 SE05 SE08 TB01 TE02 TE03 TI01 TO04 TO05 TO12 TO21 TO23 TU07 TU20 TZ02

Claims (6)

[Claims] 1. An engine for generating driving energy for driving a vehicle, and a transmission for transmitting a driving force to wheels by changing a rotation speed of the engine, wherein the transmission transmits a driving force generated by the engine. In a vehicle including an input, a differential mechanism that outputs the driving force of the wheel, and a motor that controls the differential mechanism, means for calculating a motor torque from a current of the motor, and calculating an engine torque from the motor torque Means for controlling the output torque of the motor in accordance with the engine torque calculated by the means, and for correcting the vehicle torque. 2. A torque correction amount corrected by the motor according to a motor torque calculated from a motor current and an engine torque calculated by a means for calculating an engine torque from the motor torque. A hybrid vehicle which is calculated from an engine torque estimated value obtained from an engine torque map which is a relationship between a rotational speed of the engine and a throttle opening degree, and the engine torque. 3. The engine speed and throttle opening degree according to claim 1, wherein a motor torque calculated from a motor current and a torque correction amount corrected by the motor in accordance with the engine torque calculated from the motor torque. Means for calculating an engine torque estimated value obtained from an engine torque map, which is obtained from the engine torque map, and means for calculating an engine abnormality from a difference between the engine torque estimated value and the calculated engine torque, and means for stopping the system. A hybrid vehicle comprising: 4. The vehicle according to claim 1, further comprising: means for comparing the vehicle torque command with the detected vehicle torque; means for judging a vehicle abnormality from the comparison result; and means for stopping the system. A hybrid vehicle characterized by the above. 5. The vehicle according to claim 1, further comprising: means for comparing the detected vehicle speed with the vehicle speed command; means for judging a vehicle abnormality based on the comparison result; and means for stopping the system. A hybrid vehicle characterized by the above. 6. An engine for generating driving energy for driving a vehicle, and a transmission for transmitting a driving force to wheels by changing a rotation speed of the engine, wherein the transmission transmits a driving force generated by the engine. In a vehicle including an input, a differential mechanism and a power transmission mechanism that output the driving force of the wheels, and a motor that controls the differential mechanism, a means for calculating a motor torque from a current of the motor, an engine from the motor torque A hybrid vehicle comprising: means for calculating a torque; and means for controlling the output torque of the motor and correcting the vehicle torque in accordance with the engine torque calculated by the means.