JP2008201316A - Hybrid car and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress an electric motor from being excessively rotated, and to prevent a battery device from being charged with an excessive power. <P>SOLUTION: In a hybrid car where a first motor, an engine and a drive shaft are connected to a sun gear, carrier and ring gear of a planetary gear mechanism, and a second motor is connected to a drive shaft side, when a parking brake pedal is turned off, request torque Td* is set as performance torque T*, and the engine and two motors are controlled so that the performance torque T* can be output to the drive shaft (S130 to S200), and when the parking brake pedal is turned on, a request torque Td* is restricted based on braking torque Tb which is the sum of the request torque Td* and parking brake torque Tpb acting on the drive shaft from the parking brake device so that the performance torque T* can be set, and the engine and two motors are controlled so that the performance torque T* can be output to the drive shaft (S130 to S260). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an internal combustion engine, a drive shaft connected to an output shaft of the internal combustion engine and a drive wheel, and a third shaft, and is input / output to / from any two of the three shafts. Three-axis power input / output means for inputting / outputting power to the remaining one shaft based on power, a first motor for inputting / outputting power to / from the third shaft, and a first motor for inputting / outputting power to / from the drive shaft side The present invention relates to a hybrid vehicle including two electric motors and power storage means for exchanging electric power with the first motor and the second motor, and a control method thereof.

Conventionally, this type of hybrid vehicle has been proposed in which an engine, a first motor, a drive shaft, and a second motor are connected to a planetary gear mechanism (see, for example, Patent Document 1). In this hybrid vehicle, when one of the first motor and the second motor reaches a rotational speed region in which the engine rotates excessively, the engine operating point is changed along the optimum fuel consumption line so that the first motor and the second motor are excessively operated. It is intended to prevent rotation.
JP 2004-153946 A

  In such a hybrid vehicle in which the engine, the first motor, the drive shaft, and the second motor are connected to the planetary gear mechanism as described above, it is considered as one of important issues to suppress over-rotation of the motor. As an example, an engine, a planetary gear mechanism in which a carrier is connected to the output shaft of the engine and a ring gear is connected to the drive shaft, a first motor connected to the sun gear of the planetary gear mechanism, and power to the drive shaft In a hybrid vehicle of the type including a second motor that inputs / outputs and a battery that exchanges power with the two motors, considering the case where the rotational speed of the drive shaft changes suddenly, the rotational speed of the first motor also changes suddenly, There may occur a phenomenon in which the first motor is excessively rotated or in some cases, the electric power generated by the first motor is increased and the battery is charged with excessive electric power. A sudden change in the rotational speed of the drive shaft is not limited to when the driver depresses the brake pedal, but also occurs when the parking brake is operated during traveling.

  One object of the hybrid vehicle and the control method thereof according to the present invention is to suppress over-rotation of the first electric motor. Another object of the hybrid vehicle and the control method thereof according to the present invention is to prevent the power storage device from being charged by excessive electric power.

  The hybrid vehicle and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

The hybrid vehicle of the present invention
An internal combustion engine;
The output shaft of the internal combustion engine, the drive shaft side connected to the drive wheels, and a third shaft are connected to the three shafts, and the remaining one is based on the power input / output to / from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to the shaft;
A first electric motor for inputting and outputting power to the third shaft;
A second electric motor that inputs and outputs power to the drive shaft side;
Power storage means for exchanging power with the first motor and the second motor;
Required driving force setting means for setting required driving force required for the drive shaft;
Parking brake operation detecting means for detecting an operation of a parking brake that applies a braking force directly or indirectly to the drive shaft;
When the parking brake operation is not detected by the parking brake operation detecting means, the internal combustion engine, the first electric motor, and the second motor are output so that a driving force based on the set required driving force is output to the driving shaft at a normal time. The driving force output to the drive shaft is limited with respect to the set required driving force when the parking brake operation is detected when the parking brake operation is detected by the parking brake operation detecting means. The gist of the invention is that it comprises a control means for controlling the internal combustion engine, the first electric motor, and the second electric motor.

  In the hybrid vehicle of the present invention, the internal combustion engine, the first electric motor, and the second electric motor are controlled so that the driving force based on the required driving force is output to the driving shaft in the normal time when the parking brake is not operated. The internal combustion engine, the first electric motor, and the second electric motor are controlled so that the driving force output to the driving shaft is limited with respect to the required driving force when the operated parking brake is operated. Therefore, it is possible to suppress a sudden change in the rotational speed of the drive shaft during the parking brake operation. As a result, it is possible to suppress over-rotation of the first electric motor accompanying a sudden change in the rotational speed of the drive shaft. In addition, the power storage device can be prevented from being charged by excessive electric power. Here, “driving force” includes negative driving force, that is, braking force.

  Such a hybrid vehicle of the present invention includes a parking brake operation amount detection means for detecting an operation amount of the parking brake, and the control means, when the parking brake is operated, sets the required driving force and the parking brake operation amount. The internal combustion engine, the first electric motor, and the first motor are limited so that the braking force output to the drive shaft is limited based on the braking force that is the sum of the braking force corresponding to the amount of operation of the parking brake detected by the detecting means. It can also be a means for controlling two electric motors. If it carries out like this, the sudden change of the rotation speed of a drive shaft can be suppressed more appropriately, and the overspeed of a 1st electric motor can be suppressed. In the hybrid vehicle of this aspect of the present invention, the control means is configured such that, when the parking brake is operated, the magnitude of the braking force that is the sum of the required driving force and the braking force according to the amount of operation of the parking brake is greater than a predetermined value. If it is larger, the internal combustion engine, the first electric motor, and the second electric motor may be controlled so that no braking force is output to the driving shaft regardless of the required driving force. In this way, it is possible to suppress the rotation speed of the drive shaft from being locked.

  In the hybrid vehicle of the present invention, when the parking brake is operated, the control means sets a driving force that limits the set required driving force as an effective driving force, and sets the effective driving force that is set to the driving shaft. A target engine power of the internal combustion engine to be output to the engine, and the set target engine power is output from the internal combustion engine and a driving force based on the set execution driving force is output to the drive shaft. It may be a means for controlling the internal combustion engine, the first electric motor, and the second electric motor.

  Furthermore, in the hybrid vehicle of the present invention, the three-shaft power input / output means is connected to three shafts of the output shaft, the power shaft, and the third shaft of the internal combustion engine, and the power shaft and the drive shaft are connected to each other. It is also possible to provide shift transmission means that is connected and transmits the power from the power shaft to the drive shaft with a change in the gear position. In the hybrid vehicle of this aspect of the present invention, the control means may be means for controlling the shift transmission means so that the gear position is changed to a speed increasing side when the parking brake is operated. The shift transmission means is a means capable of separating the power shaft and the drive shaft, and the control means is configured to disconnect the power shaft and the drive shaft when the parking brake is operated. It can also be a means for controlling. If it carries out like this, it can suppress more reliably that the rotation speed of a power shaft changes rapidly, and can suppress the excessive rotation of a 1st electric motor.

The hybrid vehicle control method of the present invention includes:
Based on the internal combustion engine, the output shaft of the internal combustion engine, the drive shaft connected to the drive wheels, and the third shaft, which are connected to the three shafts, and input / output to / from any two of the three shafts 3-axis power input / output means for inputting / outputting power to the remaining one shaft; a first motor for inputting / outputting power to / from the third shaft; a second motor for inputting / outputting power to / from the drive shaft; A method for controlling a hybrid vehicle, comprising a power storage means for exchanging electric power with the first motor and the second motor,
The internal combustion engine and the engine are configured so that a driving force based on a required driving force required for the driving shaft is output to the driving shaft at a normal time when a parking brake that directly or indirectly applies a braking force to the driving shaft is not operated. The internal combustion engine and the second electric motor are controlled so that a driving force output to the driving shaft is limited with respect to the required driving force when the parking brake is operated by controlling the first electric motor and the second electric motor. The first motor and the second motor are controlled.

  According to the hybrid vehicle control method of the present invention, the internal combustion engine, the first electric motor, and the second electric motor are controlled so that the driving force based on the required driving force is output to the drive shaft in the normal time when the parking brake is not operated. Then, the internal combustion engine, the first electric motor, and the second electric motor are controlled so that the driving force output to the driving shaft is limited with respect to the required driving force when the parking brake is operated. Therefore, it is possible to suppress a sudden change in the rotational speed of the drive shaft during the parking brake operation. As a result, it is possible to suppress over-rotation of the first electric motor accompanying a sudden change in the rotational speed of the drive shaft. In addition, the power storage device can be prevented from being charged by excessive electric power.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the first embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, A motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution integration mechanism 30, and a motor MG2 connected to the reduction gear 35 And a hybrid electronic control unit 70 for controlling the entire vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 39a and 39b of the vehicle through the gear mechanism 37 and the differential gear 38.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and are input to the output limiting correction coefficient based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 2 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 3 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The brake pedal position BP from the brake pedal position sensor 86 for detecting the amount of depression of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the braking force applied to the drive wheels 39a and 39b by a mechanical mechanism. The parking brake pedal position PP from the parking brake pedal position sensor 94 that detects the amount of depression of the parking brake pedal 92 of the parking brake device 90 to output is input via the input port. It has been a force. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the first embodiment configured in this way is based on the accelerator pedal opening Acc corresponding to the depression amount of the accelerator pedal 83 by the driver, the brake pedal position BP corresponding to the depression amount of the brake pedal 85, and the vehicle speed V. The required torque to be output to the ring gear shaft 32a as the drive shaft is calculated, and the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. The As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the first embodiment configured as described above, particularly the operation when the parking brake pedal 92 is depressed during traveling will be described. FIG. 4 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts from the accelerator pedal position Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86, and the vehicle speed sensor 88. Executes processing to input data necessary for control such as vehicle speed V, motors MG1, MG2 rotation speeds Nm1, Nm2, battery 50 input / output limits Win, Wout, parking brake pedal position PP from parking brake pedal position sensor 94, etc. (Step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  When the data is input in this way, the torque required for the vehicle is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b based on the input accelerator opening Acc, brake pedal position BP, and vehicle speed V. The power required torque Td * is set (step S110). In the embodiment, the required torque Td * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the brake pedal position BP, the vehicle speed V, and the required torque Td *. When Acc, brake pedal position BP, and vehicle speed V are given, the corresponding required torque Td * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map.

  Next, it is determined whether or not the parking brake pedal 92 is depressed based on the input parking brake pedal position PP (step S120). When the parking brake pedal 92 is not depressed, the required torque Td * set in step S110 should be set as it is to the execution torque T * (step S130), and output from the engine 22 based on the set execution torque T *. The required power Pe * is set (step S140). Here, the required power Pe * can be calculated as the sum of the set execution torque T * multiplied by the rotation speed Nr of the ring gear shaft 32a, the charge / discharge required power Pb *, and the loss Loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, a target rotational speed Ne * and a target torque Te * are set as operating points at which the engine 22 should be operated based on the set required power Pe * (step S150). This setting is performed based on an operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, the target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (1) using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1, a torque command Tm1 * to be output from the motor MG1 is calculated by the equation (2) (step S160). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 is a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (1)
Tm1 * = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  Then, the torque command Tm1 * set to the execution torque T * is added by dividing the torque command Tm1 * by the gear ratio ρ of the power distribution and integration mechanism 30, and further divided by the gear ratio Gr of the reduction gear 35, the torque to be output from the motor MG2. A temporary torque Tm2tmp, which is a temporary value, is calculated by the following equation (3) (step S170), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are multiplied by the current rotational speed Nm1 of the motor MG1. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by the number of revolutions Nm2 of the motor MG2 ) And equation (5) (step S180), and the set temporary torque Tm2tmp is calculated according to equation (6). Restriction Tm2min, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S190). Here, Expression (3) can be easily derived from the alignment chart of FIG.

Tm2tmp = (T * + Tm1 * / ρ) / Gr (3)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (6)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S200), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. By such control, the engine 22 can be efficiently operated within the range of the input / output limits Win and Wout of the battery 50, and the required torque Td * can be output to the ring gear shaft 32a as a drive shaft to travel.

  When it is determined in step S120 that the parking brake pedal 92 is depressed, the braking torque Tb acting on the ring gear shaft 32a is estimated including the braking torque acting on the ring gear shaft 32a as the drive shaft from the parking brake device 90. (Step S210). Here, in the embodiment, the braking torque Tb is estimated as the parking brake torque Tpb as the braking torque acting on the ring gear shaft 32a when the parking brake pedal 92 is depressed, and the estimated parking brake torque Tpb and the request set in step S110. The calculation was made based on the sum of the torque Td *. The parking brake torque Tpb is obtained in advance by storing the relationship between the parking brake pedal position PP and the parking brake torque Tpb in the ROM 74 as a map. When the parking brake pedal position PP is given, the parking brake torque Tpb corresponding to the parking brake torque Tpb is determined from the map. Tpb can be derived and set. An example of this map is shown in FIG.

  When the braking torque Tb is estimated, the estimated braking torque Tb is compared with the threshold values T1 and T2 (step S220). Here, the thresholds T1 and T2 are the parking brake torque Tpb that acts on the ring gear shaft 32a when the parking brake pedal 92 is depressed when the engine 22 and the motors MG1 and MG2 are controlled with the required torque Td * as the execution torque T *. In addition, it is a threshold for determining stepwise whether or not the rotation speed Nr of the ring gear shaft 32a is suddenly changed or locked by the braking torque Tb acting on the ring gear shaft 32a. The threshold values T1 and T2 are both negative values. The value is set so that the absolute value of T2 is larger than the absolute value of threshold value T1.

  When the braking torque Tb is greater than or equal to the threshold T2 and less than the threshold T1, it is determined that the magnitude of the braking torque Tb is likely to cause a sudden change in the rotational speed Nr of the ring gear shaft 32a, and a predetermined torque limit coefficient is added to the required torque Td *. A value obtained by multiplying α is set as the execution torque T * (step S230), the processing of steps S140 to S200 is executed, and this routine is terminated. Here, the predetermined torque limiting coefficient α is for suppressing a sudden change in the rotational speed Nr of the ring gear shaft 32a, and within a range of 0 to 1, for example, 0.4, 0.5, 0.6. And so on. Consider a case where the parking brake pedal 92 is also depressed while the brake pedal 85 is depressed. FIG. 9 shows an example of a collinear diagram for dynamically explaining the rotational elements of the power distribution and integration mechanism 30 when the parking brake pedal 92 is depressed with the brake pedal 85 depressed. In this case, a negative torque (braking torque) is set as the required torque Td *, and the parking brake torque Tpb accompanying the depression of the parking brake pedal 92 acts on the ring gear shaft 32a. For this reason, when the engine 22 and the motors MG1 and MG2 are controlled so that the required torque Td * is set as the effective torque T * and output to the ring gear shaft 32a, the required torque Td * is added to the parking brake torque Tpb. Is applied to the ring gear shaft 32a, and the rotation speed Nr of the ring gear shaft 32a changes suddenly, or the ring gear shaft 32a is locked in some cases. The sudden change in the rotational speed Nr of the ring gear shaft 32a or the locking of the ring gear shaft 32a causes the motor MG1 to over-rotate and, in some cases, the generated power of the motor MG1 becomes excessive, and excessive power is input to the battery 50. In the embodiment, based on the braking torque Tb as the sum of the required torque Td * and the parking brake torque Tpb, the required torque Td * is limited to set the effective torque T * and the effective torque Td * By controlling the engine 22 and the motors MG1 and MG2 so as to be output to the shaft 32a, a sudden change in the rotational speed Nr of the ring gear shaft 32a is suppressed, and the above-described inconvenience is suppressed.

  When the braking torque Tb is less than the threshold value T2, it is determined that the magnitude of the braking torque Tb is sufficient to lock the rotational speed Nr of the ring gear shaft 32a, and the value 0 is set to the execution torque T * regardless of the required torque Td *. (Step S240), the engine ECU 24 is instructed to operate the engine 22 independently (step S250), the torque command Tm1 * of the motor MG1 is set to 0 (step S260), and the processes of steps S170 to S200 are executed. To end this routine. In this case, since the value 0 is set in both the execution torque T * and the torque command Tm1 * of the motor MG1, the value 0 is also set in the torque command Tm2 * of the motor MG2 by the above-described equations (3) to (6). Is done. Thereby, since no braking torque is output from the motor MG1 or the motor MG2 to the ring gear shaft 32a, a sudden change in the rotational speed Nr of the ring gear shaft 32a is suppressed, and the occurrence of the above-described problems can be suppressed.

  When the braking torque Tb is equal to or greater than the threshold T1, it is determined that the magnitude of the braking torque Tb does not change the rotation speed Nr of the ring gear shaft 32a abruptly, and the required torque Td * is set as the execution torque T * (step S1). S130), the processing of steps S140 to S200 is executed, and this routine is terminated.

  According to the hybrid vehicle 20 of the first embodiment described above, when the parking brake pedal 92 is not depressed, the required torque Td * is set to the execution torque T *, and this execution torque T * is output to the ring gear shaft 32a. The engine 22, the motor MG1, and the motor MG2 are controlled such that when the parking brake pedal 92 is depressed, the required torque Td * is set as the execution torque T * and the engine 22 and the motors MG1 and MG2 are controlled. Based on the braking torque Tb acting on the ring gear shaft 32a including the parking brake torque Tpb acting on the ring gear shaft 32a from 90, the required torque Td * is limited to set the execution torque T *. Engine 2 is output to ring gear shaft 32a. Because controlling the motors MG1 and MG2, it is possible to suppress an abrupt change and lock the rotational speed Nr of the ring gear shaft 32a. As a result, it is possible to suppress inconvenience caused by sudden change or locking of the rotation speed Nr of the ring gear shaft 32a, for example, excessive rotation of the motor MG1 or excessive input of electric power to the battery 50.

  Next, the hybrid vehicle 20B of the second embodiment will be described. FIG. 10 is a configuration diagram showing an outline of the configuration of the hybrid vehicle 20B of the second embodiment. The hybrid vehicle 20B of the second embodiment is the same as that of the first embodiment except that the transmission 60 connected to the ring gear shaft 32a and the drive shaft 36 is partially different from the processing in the hybrid electronic control unit 70B. The configuration is the same as that of the hybrid vehicle 20. Therefore, in the hybrid vehicle 20B of the second embodiment, the same components as those of the hybrid vehicle 20 of the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  The transmission 60 is configured to be able to transmit power accompanying a change in gear position between the ring gear shaft 32a as the power shaft and the drive shaft 36 and to release the connection between the ring gear shaft 32a and the drive shaft 36. Has been. An example of the configuration of the transmission 60 is shown in FIG. As shown in the figure, the transmission 60 includes a single-pinion planetary gear mechanism 62, 64, 66, two clutches C1, C2, and three brakes B1, B2, B3. The planetary gear mechanism 62 includes an external gear sun gear 62s, an internal gear ring gear 62r arranged concentrically with the sun gear 62s, a plurality of pinion gears 62p that mesh with the sun gear 62s and mesh with the ring gear 62r, and a plurality of pinion gears 62p. The pinion gear 62p rotates and revolves, and the sun gear 62s can be connected to or disconnected from the ring gear shaft 32a by turning on and off the clutch C2, and the brake B1 can be turned on and off. The rotation can be stopped or made free, and the carrier 62c can be stopped or made free by turning on and off the brake B2. The planetary gear mechanism 64 includes an external gear sun gear 64s, an internal gear ring gear 64r disposed concentrically with the sun gear 64s, a plurality of pinion gears 64p that mesh with the sun gear 64s and mesh with the ring gear 64r, and a plurality of pinion gears 64p. And a carrier 64c that holds the pinion gear 64p in a rotatable and revolving manner. The sun gear 64s is connected to the sun gear 62s of the planetary gear mechanism 62, and the ring gear 64r is connected to or released from the ring gear shaft 32a by turning on and off the clutch C1. The carrier 64c is connected to the ring gear 62r of the planetary gear mechanism 62. The planetary gear mechanism 66 includes an external gear sun gear 66s, an internal gear ring gear 66r arranged concentrically with the sun gear 66s, a plurality of pinion gears 66p that mesh with the sun gear 66s and mesh with the ring gear 66r, and a plurality of pinion gears 66p. And a carrier 66c that holds the pinion gear 66p in a rotatable and revolving manner. The sun gear 66s is connected to the ring gear 64r of the planetary gear mechanism 64, and the ring gear 66r can stop or freely rotate by turning on and off the brake B3. The carrier 66c is connected to the ring gear 62r of the planetary gear mechanism 62, the carrier 64c of the planetary gear mechanism 64, and the drive shaft 36. The transmission 60 can disconnect the ring gear shaft 32a and the drive shaft 36 by turning off all of the clutches C1, C2 and the brakes B1, B2, B3, and can turn on the clutch C1 and the brake B3 as well as the clutch. By turning off C2 and brakes B1 and B2, the rotation of the ring gear shaft 32a is decelerated with a relatively large reduction ratio and transmitted to the drive shaft 36 (hereinafter this state is referred to as the first speed state), and the clutch C1 and By turning on the brake B2 and turning off the clutch C2 and the brakes B1 and B3, the rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the first speed and transmitted to the drive shaft 36 (hereinafter, this state is referred to as “the state”). 2nd speed state), by turning on the clutch C1 and the clutch B1 and turning off the clutch C2 and the brakes B2 and B3. The rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the second speed and transmitted to the drive shaft 36 (hereinafter this state is referred to as the third speed state), the clutches C1, C2 are turned on, and the clutches B1, B2, B3 Is turned off, the rotation of the ring gear shaft 32a is transmitted to the drive shaft 36 as it is (hereinafter this state is referred to as the fourth speed state). Further, the transmission 60 turns the clutch C2 and the brake B3 on and turns off the clutch C1 and the brakes B1 and B2, thereby reversing and decelerating the rotation of the ring gear shaft 32a and transmitting it to the drive shaft 36. (Hereafter, this state is called a reverse state).

  The hybrid electronic control unit 70B is configured as a microprocessor centered on the CPU 72B. In addition to the CPU 72B, a ROM 74B that stores a processing program, a RAM 76B that temporarily stores data, an input / output port and communication (not shown) And a port. The hybrid electronic control unit 70B includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The brake pedal position BP from the brake pedal position sensor 86 for detecting the amount of depression of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the braking force applied to the drive wheels 39a and 39b by a mechanical mechanism. The parking brake pedal position PP from the parking brake pedal position sensor 94 that detects the amount of depression of the parking brake pedal 92 of the parking brake device 90 to output is input via the input port. It has been input. Further, the hybrid electronic control unit 70B outputs drive signals to the actuators of the two clutches C1, C2 and the three brakes B1, B2, B3 of the transmission 60 through an output port.

  Next, the operation of the thus configured hybrid vehicle 20B of the second embodiment will be described. FIG. 12 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70B of the second embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec). In the drive control routine, after setting the required torque Td * required for the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V in step S110, the target speed change is performed based on the set required torque Td * and the vehicle speed V. Step n * is set (step S300), and the processing after step S120 is executed. In step S220, the braking torque Tb as the sum of the required torque Td * and the parking brake torque Tpb is greater than or equal to the threshold T2, and the threshold T1. When it is determined that the torque is less than the predetermined torque limit coefficient α multiplied by the required torque Td *, the execution torque T * is set (step S230), and the target shift stage n * of the transmission 60 is set to the upshift stage ( Set to 2nd when current gear is 1st, 3rd when current is 2nd, 4th when current is 3rd (Step S310), the processing after step S140 is executed, and instead of step S200 of the drive control routine of FIG. 8, the engine ECU 24 sends a motor for the target rotational speed Ne * and the target torque Te *. The torque commands Tm1 * and Tm2 * for MG1 and MG2 are transmitted to the motor ECU 40, and the actuator of the transmission 60 is driven and controlled so that the set target gear stage n * is reached (step S200B), and this routine is terminated. . As a result, the ring gear shaft as a power shaft even if a relatively large change in the rotational speed occurs in the drive shaft 36 as compared with the case where the transmission 60 is not upshifted when the braking torque Tb is greater than or equal to the threshold T2 and less than the threshold T1. Since only a relatively small change in the rotational speed occurs in 32a, it is possible to suppress the motor MG1 from over-rotating. In the hybrid vehicle 20B of the second embodiment, the drive shaft 36 is connected to the ring gear shaft 32a via the transmission 60 and the motor MG2 is directly connected to the ring gear shaft 32a. In step S160B of the routine, the target rotational speed Nm1 * of the motor MG1 is calculated using the following formula (7) instead of the above-described formula (1). In step S170B, the following formula (8) is used instead of the above-described formula (3). ) Is used to calculate the temporary motor torque Tm2tmp of the motor MG2. Here, “G (n)” in the equation (8) indicates a reduction ratio when the current gear position of the transmission 60 is n-speed.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 (7)
Tm2tmp = T * / G (n) + Tm1 * / ρ (8)

  When it is determined in step S220 that the braking torque Tb is less than the threshold value T2, the execution torque T * is set to 0 regardless of the required torque Td * (step S240), and the target gear stage n * of the transmission 60 is set to neutral. Setting (clutches C1, C2 and brakes B1, B2, B3 are all off) (step S320), the engine ECU 24 is instructed to operate the engine 22 independently (step S250), and the torque command Tm1 * of the motor MG1 is set to a value. 0 is set (step S260), the processing of steps S170B to S200B is executed, and this routine is terminated. In this case, since the ring gear shaft 32a as the power shaft of the transmission 60 is separated from the drive shaft 36, even if the rotation speed of the drive shaft 36 changes due to the depression of the parking brake pedal 92, the ring gear shaft 32a has an effect. I do not receive it.

  According to the hybrid vehicle 20B of the second embodiment described above, the same effect as that of the hybrid vehicle 20 of the first embodiment is achieved by executing the drive control routine of FIG. 12 similar to the drive control routine of FIG. be able to. In addition, when the braking torque Tb, which is the sum of the required torque Td * and the parking brake torque Tpb, is greater than or equal to the threshold T2 and less than the threshold T1, an upshift stage is set as the target shift stage n * of the transmission 60. It is possible to suppress a sudden change in the rotational speed Nr of the ring gear shaft 32a with respect to a sudden change in the rotational speed of the drive shaft 36, and to prevent the motor MG1 from over-rotating or excessive electric power being input to the battery 50. be able to. Further, when the braking torque Tb is less than the threshold value T2, the target gear stage n * of the transmission 60 is set to neutral and the ring gear shaft 32a as the power shaft and the drive shaft 36 are separated, so that the braking torque Tb is relatively large. Even so, it is possible to prevent the motor MG1 from over-rotating or excessive electric power being input to the battery 50.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, when the braking torque Tb as the sum of the required torque Td * and the parking brake torque Tpb is greater than or equal to the threshold T2 and less than the threshold T1, the required torque The torque obtained by restricting Td * is set to the execution torque T *, and when the braking torque Tb is less than the threshold value T2, the value 0 is set to the execution torque T *. The execution torque T * may be set to a value of 0 even when it is less than the threshold value T1, or the torque obtained by adding a restriction to the required torque Td * even when the braking torque Tb is less than the threshold value T2 is set as the execution torque T *. It may be set. Note that when the torque obtained by limiting the required torque Td * is set to the execution torque T *, the degree of limiting the required torque Td * may be changed according to the magnitude of the braking torque Tb.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, the required torque Td * multiplied by the predetermined torque limit coefficient α is set as the execution torque T *. However, the required torque Td Since the torque obtained by adding a restriction to * may be set as the execution torque T *, a value obtained by subtracting a predetermined braking torque from the required torque Td * may be set as the execution torque T *.

  In the hybrid vehicle 20B of the second embodiment, when the braking torque Tb as the sum of the required torque Td * and the parking brake torque Tpb is less than the threshold T2, the target gear stage n * of the transmission 60 is set to neutral. The ring gear shaft 32a and the drive shaft 36 are separated from each other. However, it is not always necessary to set to the neutral position, and an upshift stage may be set to the target shift stage n *. Further, the target shift speed n * may not be changed regardless of the braking torque Tb.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, the motor MG2 is attached to the ring gear shaft 32a via the reduction gear 35, but the motor MG2 may be directly attached to the ring gear shaft 32a. Alternatively, instead of the reduction gear 35, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a two-speed shift, a three-speed shift, or a four-speed shift.

  In the hybrid vehicle 20B of the second embodiment, a four-speed transmission is used as the transmission 60, but a two-speed shift, a three-speed shift, or a five-speed shift or more may be used.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the power distribution and integration mechanism 30 corresponds to a “triaxial power input / output unit”, the motor MG1 corresponds to a “first electric motor”, and the motor MG2 corresponds to “ Step of the drive control routine of FIG. 2 that corresponds to “second electric motor”, battery 50 corresponds to “power storage means”, and sets required torque Td * based on accelerator opening Acc, brake pedal position BP, and vehicle speed V The hybrid electronic control unit 70 that executes the process of S110 and the hybrid electronic control unit 70B that executes the process of step S110 of the drive control routine of FIG. 12 correspond to the “required driving force setting means”, and the parking brake pedal position sensor. 94 corresponds to “parking brake operation detecting means” and the parking brake pedal 92 is not depressed. Controls the engine 22, the motor MG1, and the motor MG2 so that the required torque Td * is set as the effective torque T * and is output to the ring gear shaft 32a. When the parking brake pedal 92 is depressed, the parking brake device The execution torque T * is set to a torque obtained by limiting the required torque Td * based on the braking torque Tb of the sum of the parking brake torque Tpb and the required torque Td * acting on the ring gear shaft 32a from 90. The hybrid electronic control unit 70 (hybrid electronic control unit 70B) for controlling the engine 22, the motor MG1, and the motor MG2 so that the torque T * is output to the ring gear shaft 32a, and the engine ECU 24 and the motor ECU 40 are “control means”. It corresponds to. The parking brake pedal position sensor 94 corresponds to “parking brake operation amount detecting means”. The transmission 60 corresponds to “shift transmission means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Connected to the three axes of the output shaft of the internal combustion engine, the drive shaft side, and the rotating shaft of the first motor, such as those connected to the motor and those having a differential action different from the planetary gear such as a differential gear. Any one of them can be used as long as it inputs / outputs power to / from the remaining shafts based on the power input / output to / from the shafts. The “first motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor that can input and output power to the third shaft, such as an induction motor. It doesn't matter. The “second motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor that can input and output power to the drive shaft side, such as an induction motor. It doesn't matter. The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with the first motor and the second motor, such as a capacitor. The “required driving force setting means” is not limited to the one that sets the required torque Td * based on the accelerator opening Acc, the brake pedal position BP, and the vehicle speed V, but the accelerator opening Acc and the brake pedal position. The required driving force required for travel, such as setting the required torque based only on BP, or setting the required torque based on the travel position on the travel route if the travel route is preset Any setting can be used. The “parking brake” is not limited to the foot-operated parking brake device 90, but applies a braking force directly or indirectly to the drive shaft, such as a manual lever-type parking brake or a stick-type parking brake. Anything can be used. The “parking brake operation detecting means” is not limited to the parking brake pedal position sensor 94 and may be any device that detects the operation of the parking brake. The “control means” is not limited to the combination of the hybrid electronic control unit 70 (hybrid electronic control unit 70B), the engine ECU 24 and the motor ECU 40, and is configured by a single electronic control unit. Also good. Further, as the “control means”, when the parking brake pedal 92 is not depressed, the target torque Ne of the engine 22 is output so that the required torque Td * is set as the execution torque T * and the execution torque T * is output to the ring gear shaft 32a. * And target torque Te * are set, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to control the engine 22, the motor MG1 and the motor MG2, and parking is performed when the parking brake pedal 92 is depressed. Based on the braking torque Tb that is the sum of the parking brake torque Tpb and the required torque Td * acting on the ring gear shaft 32a from the brake device 90, a torque obtained by limiting the required torque Td * is set as the execution torque T *. The execution torque T * is output to the ring gear shaft 32a. The engine 22 is limited to one that sets the target rotational speed Ne * and the target torque Te * and sets torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 to control the engine 22, the motor MG1, and the motor MG2. The internal combustion engine is configured so that a driving force based on a required driving force required for the driving shaft is output to the driving shaft in a normal state when a parking brake that applies a braking force directly or indirectly to the driving shaft is not operated. The internal combustion engine, the first electric motor, and the second electric motor are controlled so that the driving force output to the driving shaft is limited to the required driving force when the parking brake is operated when the parking brake is operated by controlling the first electric motor and the second electric motor. Any device may be used as long as it controls the above. The “transmission transmission means” is not limited to the four-speed transmission 60, but the power shaft and the drive, such as a two-speed transmission, a three-speed transmission, and a five-speed transmission or more. Any device may be used as long as it is connected to the shaft and transmits the power from the power shaft to the drive shaft with a change in the gear position. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the interpretation of the invention described in the column of means for solving the problem should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problem. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the automobile industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of 1st Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; It is explanatory drawing which shows an example of the map for parking brake torque estimation. It is explanatory drawing which shows an example of the alignment chart for demonstrating dynamically the rotational element of the power distribution integrated mechanism 30 when the parking brake pedal 92 is depressed in the state in which the brake pedal 85 was depressed. It is a block diagram which shows the outline of a structure of the hybrid vehicle 20B of 2nd Example. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70B of 2nd Example.

Explanation of symbols

  20, 20B Hybrid car, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 Reduction gear, 36 drive shaft, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature Sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 62, 64, 66 planetary gear mechanism, 62s, 64s, 66s sun gear, 62c, 64c, 66c carrier, 62r, 4r, 66r ring gear, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake Pedal position sensor, 88 vehicle speed sensor, 90 parking brake device, 92 parking brake pedal, 94 parking brake pedal position sensor, MG1, MG2 motor, C1, C2 clutch, B1, B2, B3 brake.

Claims (8)

An internal combustion engine;
The output shaft of the internal combustion engine, the drive shaft side connected to the drive wheels, and a third shaft are connected to the three shafts, and the remaining one is based on the power input / output to / from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to the shaft;
A first electric motor for inputting and outputting power to the third shaft;
A second electric motor that inputs and outputs power to the drive shaft side;
Power storage means for exchanging power with the first motor and the second motor;
Required driving force setting means for setting required driving force required for the drive shaft;
Parking brake operation detecting means for detecting an operation of a parking brake that applies a braking force directly or indirectly to the drive shaft;
When the parking brake operation is not detected by the parking brake operation detecting means, the internal combustion engine, the first electric motor, and the second motor are output so that a driving force based on the set required driving force is output to the driving shaft at a normal time. The driving force output to the drive shaft is limited with respect to the set required driving force when the parking brake operation is detected when the parking brake operation is detected by the parking brake operation detecting means. A hybrid vehicle comprising: an internal combustion engine, control means for controlling the first electric motor and the second electric motor. The hybrid vehicle according to claim 1,
A parking brake operation amount detecting means for detecting an operation amount of the parking brake;
When the parking brake is operated, the control means is based on a braking force which is the sum of the set required driving force and a braking force corresponding to the parking brake operation amount detected by the parking brake operation amount detection means. A hybrid vehicle which is means for controlling the internal combustion engine, the first electric motor, and the second electric motor so that a braking force output to the drive shaft is limited.   When the parking brake is operated, the control means is independent of the required driving force when the sum of the required driving force and the braking force corresponding to the amount of operation of the parking brake is greater than a predetermined value. 3. The hybrid vehicle according to claim 2, which is means for controlling the internal combustion engine, the first electric motor, and the second electric motor so that braking force is not output to the drive shaft.   The control means sets, when the parking brake is operated, a driving force that limits the set required driving force as an effective driving force, and outputs the set effective driving force to the driving shaft. A target engine power is set, and the internal combustion engine and the first electric motor are configured so that the set target engine power is output from the internal combustion engine and a driving force based on the set execution driving force is output to the driving shaft. The hybrid vehicle according to claim 1, wherein the hybrid vehicle is means for controlling the second electric motor. A hybrid vehicle according to any one of claims 1 to 4,
The three-axis power input / output means is connected to three axes of an output shaft, a power shaft, and the third shaft of the internal combustion engine,
A hybrid vehicle comprising shift transmission means connected to the power shaft and the drive shaft, and transmitting power from the power shaft to the drive shaft with a change in gear.   6. The hybrid vehicle according to claim 5, wherein the control means is means for controlling the shift transmission means so that the gear position is changed to a speed increasing side when the parking brake is operated. A hybrid vehicle according to claim 5 or 6,
The shift transmission means is means capable of separating the power shaft and the drive shaft,
The control means is means for controlling the shift transmission means so that the power shaft and the drive shaft are disconnected when the parking brake is operated. Based on the internal combustion engine, the output shaft of the internal combustion engine, the drive shaft connected to the drive wheels, and the third shaft, which are connected to the three shafts, and input / output to / from any two of the three shafts 3-axis power input / output means for inputting / outputting power to the remaining one shaft; a first motor for inputting / outputting power to / from the third shaft; a second motor for inputting / outputting power to / from the drive shaft; A method for controlling a hybrid vehicle, comprising a power storage means for exchanging electric power with the first motor and the second motor,
The internal combustion engine and the engine are configured so that a driving force based on a required driving force required for the driving shaft is output to the driving shaft at a normal time when a parking brake that directly or indirectly applies a braking force to the driving shaft is not operated. The internal combustion engine and the second electric motor are controlled so that a driving force output to the driving shaft is limited with respect to the required driving force when the parking brake is operated by controlling the first electric motor and the second electric motor. A control method for a hybrid vehicle, wherein the first motor and the second motor are controlled.

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