JP2008260428A - Vehicle and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrain degrading of drivability while preventing overheat in an electric motor by suitably carrying out an output limit of the electric motor. <P>SOLUTION: In a hybrid vehicle 20, regenerative torque limits Trelim 1 and trelim 2 are gradually reduced in response to rise of motor temperatures T1 and T2 when the motor temperatures T1 and T2 of the motors MG1 and MG2 rise to a first temperature Tref 1 or higher, and powering torque limits Texlim 1 and Texlim 2 are gradually reduced in response to rise of motor temperatures T1 and T2 when the motor temperatures T1 and T2 rise to a temperature not lower than a second temperature Tref 2 higher than the first temperature Tref 1. Thus, when the motor temperature T1 and T2 is going to rise, the regenerative torque limits Trelim 1 and Trelim 2 are set to be a smaller value prior to the powering torque limits Texlim 1 and Texlim 2, and the output of regenerative torque is limited in advance rather than the output of power running torque of the electric motors MG1 and MG2. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle including an electric motor capable of outputting power running torque and regenerative torque to an axle, and a control method thereof.

Conventionally, as this type of vehicle, a hybrid vehicle including an engine that outputs a driving force of the vehicle, a motor that assists the output of the engine, and a battery that supplies electric power to the motor is known (for example, Patent Document 1). In this hybrid vehicle, when the battery temperature is equal to or higher than a predetermined temperature when an acceleration request is made, the higher the battery temperature, the longer the time for supplying power from the battery to the motor, thereby the motor caused by the battery temperature rise Reduced output is suppressed. Also, as a hybrid vehicle, the route from the current position to the destination is set by the navigation controller, and the heat generated by the engine and the drive motor as the prime mover during the route traveling by the hybrid controller based on the route information of the set route Is also known (see, for example, Patent Document 2). In this hybrid vehicle, when the temperature based on the predicted heat generation amount of the engine or the drive motor is predicted to exceed the predetermined temperature, the output of the engine or the drive motor is limited in advance or the engine in advance. And the drive motor is cooled.
JP 2004-104937 A

  When the temperature of the motor exceeds a predetermined temperature as in the conventional hybrid vehicle, it is preferable to limit the output of the motor so that the output does not decrease due to further overheating of the motor. However, if the output of the motor is relatively simply limited as in the conventional example, the output of the motor is restricted more than necessary, and drivability may be reduced.

  In view of the above, an object of the present invention is to more appropriately execute the output limitation of the electric motor to suppress drivability deterioration while suppressing overheating of the electric motor.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve the above-described object.

The vehicle according to the present invention is
An electric motor that can input and output power to the axle;
Power storage means capable of exchanging power with the motor;
Temperature acquisition means for acquiring the temperature of the electric motor;
Based on the acquired temperature of the motor, a power running torque limit that is an upper limit value of the power running torque to be output to the motor and a regenerative torque limit that is an upper limit value of the regenerative torque to be output to the motor are output as the power running torque. A torque limit setting means for setting a tendency to more restrict the output of the regenerative torque,
When causing the electric motor to output the power running torque, controlling the electric motor so that the power running torque output by the electric motor is equal to or less than the set power running torque limit, and causing the electric motor to output the regenerative torque. Control means for controlling the electric motor so that the regenerative torque output by the electric motor is less than or equal to the set regenerative torque limit;
Is provided.

  In this vehicle, the power running torque is a power running torque limit that is an upper limit value of the power running torque that is output to the motor based on the temperature of the motor acquired by the temperature acquisition means, and a regenerative torque limit that is an upper limit value of the regenerative torque that is output to the motor. The output of the regenerative torque is set to be more limited than the output of. When the power running torque is output to the motor, the motor is controlled so that the power running torque output by the motor is equal to or less than the set power running torque limit, and when the motor outputs the regenerative torque, The electric motor is controlled such that the output regenerative torque is less than or equal to the set regenerative torque limit. In this way, if the power running torque limit and the regenerative torque limit of the motor are set such that the output of the regenerative torque is more limited than the output of the power running torque based on the temperature of the motor, the motor of the motor based on the regenerative torque limit is set. By limiting the regenerative operation (power generation operation), it is possible to suppress overheating of the electric motor and to make it difficult for the output of the power running torque from the electric motor to be limited based on the power running torque limitation. Therefore, in this vehicle, it is possible to more appropriately execute the output limitation of the electric motor to suppress the overheating of the electric motor and suppress the decrease in drivability.

  In this case, the torque limit setting means gradually reduces the regenerative torque limit in accordance with an increase in the temperature of the electric motor when the acquired temperature of the electric motor becomes equal to or higher than a first temperature, and the acquired electric motor. The power running torque limit may be gradually decreased as the temperature of the electric motor rises when the temperature of the motor becomes equal to or higher than a second temperature higher than the first temperature. Under such a configuration, when the temperature of the electric motor rises, the regenerative torque limit is set to a smaller value before the power running torque limit, and thereby the output of the power running torque by the electric motor is reduced. It becomes possible to limit the output of the regenerative torque by the electric motor first. Therefore, according to this configuration, the motor is prevented from being overheated by limiting the regenerative operation (power generation operation) of the motor based on the regenerative torque limit, and the output of the power running torque from the motor is limited based on the power running torque limit. It is possible to suppress a decrease in drivability due to the difficulty in outputting power.

  The vehicle is connected to the internal combustion engine, the axle or another axle different from the axle, and the engine shaft of the internal combustion engine, and can generate power using at least a part of the power from the internal combustion engine. And power input / output means capable of inputting / outputting power to / from the axle or the other axle with input / output of electric power and capable of exchanging electric power with the power storage means, and related to the power power input / output means And a second temperature acquisition unit that acquires a temperature, wherein the torque limit setting unit is configured to perform the power running on the power drive input / output unit based on the temperature acquired by the second temperature acquisition unit. The torque limit and the regenerative torque limit are set such that the output of the regenerative torque is more limited than the output of the power running torque, and the control means supplies the power running input / output means to the power running When outputting torque, the power power input / output means is controlled so that the power running torque output by the power power input / output means is less than or equal to the set power running torque limit. When outputting the regenerative torque, the power power input / output means may be controlled such that the regenerative torque output by the power power input / output means is less than or equal to the set regenerative torque limit. Thus, also for the power power input / output means, if the power running torque limit and the regenerative torque limit are set so that the output of the regenerative torque is more restricted than the output of the power running torque based on the temperature related thereto, Limiting the power generation operation of the power power input / output means based on the regenerative torque limit suppresses overheating in the power power obtaining power means, and makes it difficult for the output of the power running torque from the power power input / output means to be limited based on the power running torque limit. Thus, it is possible to always favorably start the internal combustion engine using the power drive input / output means.

  Further, the electric power drive input / output means is connected to three shafts of a generator motor capable of inputting / outputting power, the axle or the other axle, the engine shaft of the internal combustion engine, and a rotation shaft of the generator motor. And three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on the power input / output to / from any two of the three axes. Based on the temperature of the generator motor acquired by the second temperature acquisition means, the output of the regenerative torque is compared with the output of the power running torque by comparing the power running torque limit and the regenerative torque limit for the generator motor. When the control unit causes the power generation motor to output the power running torque, a power running torque output by the power generation motor is less than the set power running torque limit. And controlling the power generation motor so that the regenerative torque is output to the power generation motor so that the regenerative torque output by the power generation motor is less than or equal to the set regenerative torque limit. The generator motor may be controlled.

  The vehicle may further include friction braking means capable of outputting an arbitrary friction braking force regardless of a braking request operation by the driver. Thereby, when the regenerative braking by the electric motor is restricted based on the regenerative torque restriction, the friction braking means is made to output the friction braking force, thereby ensuring a good braking force based on the braking request operation by the driver. It becomes possible.

A vehicle control method according to the present invention includes:
A vehicle control method comprising: an electric motor capable of inputting / outputting power to / from an axle; power storage means capable of exchanging electric power with the electric motor; and temperature acquisition means for acquiring the temperature of the electric motor,
(A) a power running torque limit that is an upper limit value of the power running torque to be output to the electric motor based on the temperature of the motor acquired by the temperature acquisition means, and a regenerative torque limit that is an upper limit value of the regenerative torque to be output to the electric motor; Setting a tendency that the output of the regenerative torque is more limited than the output of the power running torque;
(B) When outputting the power running torque to the motor, the motor is controlled so that the power running torque output by the motor is less than or equal to the power running torque limit set in step (a). When the regenerative torque is output to the motor, the step of controlling the electric motor so that the regenerative torque output by the electric motor is less than or equal to the regenerative torque limit set in step (a);
Is included.

  If the motor power running torque limit and the regenerative torque limit are set such that the output of the regenerative torque is more limited than the power running torque output based on the temperature of the motor as in this method, the regenerative torque limit is set. It is possible to suppress overheating of the motor by limiting the regenerative operation (power generation operation) of the motor, and to make it difficult to limit the output of the power running torque from the motor based on the power running torque limitation. Therefore, according to this method, it is possible to more appropriately execute the output limit of the electric motor to suppress the overheating of the electric motor and suppress the drivability deterioration.

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

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 as a vehicle according to an embodiment of the present invention. A hybrid vehicle 20 shown in FIG. 1 is connected to an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft (engine shaft) 26 of the engine 22 via a damper 28, and the power distribution / integration mechanism 30. The generated electric motor MG 1, the reduction gear 35 connected to the ring gear shaft 32 a as an axle connected to the power distribution and integration mechanism 30, the motor MG 2 connected to the reduction gear 35, and the entire hybrid vehicle 20 An electronic control unit for hybrid (hereinafter referred to as “hybrid ECU”) 70, an electronically controlled hydraulic brake unit (hereinafter simply referred to as “brake unit”) 90 which is a braking means capable of outputting friction braking force, etc. Is provided.

  The engine 22 is an internal combustion engine that outputs power when supplied with hydrocarbon-based fuel such as gasoline or light oil. The fuel injection amount or ignition timing by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24, Control of intake air volume etc. The engine ECU 24 receives signals from various sensors that are provided for the engine 22 and detect the operating state of the engine 22. The engine ECU 24 communicates with the hybrid ECU 70 to control the operation of the engine 22 based on a control signal from the hybrid ECU 70, a signal from the sensor, and the like, and to transmit data on the operation state of the engine 22 as necessary. It outputs to ECU70.

  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. A crankshaft 26 of the engine 22 is connected to the carrier 34 as the engine side rotation element, a motor MG1 is connected to the sun gear 31, and a reduction gear 35 is connected to the ring gear 32 as the axle side rotation element via the ring gear shaft 32a. The power distribution and integration mechanism 30 distributes the power from the engine 22 input from the carrier 34 to the sun gear 31 side and the ring gear 32 side according to the gear ratio when the motor MG1 functions as a generator. When the motor functions as an electric motor, the power from the engine 22 input from the carrier 34 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 wheels 39a and 39b, which are drive wheels, via the gear mechanism 37 and the differential gear 38.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that operate as generators and can operate as motors, and exchange power with the battery 50 that is a secondary battery via inverters 41 and 42. Do. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive bus and a negative bus shared by the inverters 41 and 42, and the power generated by one of the motors MG1 and MG2 is supplied to the other. It can be consumed with the motor. Therefore, the battery 50 is charged / discharged by the electric power generated from one of the motors MG1 and MG2 or the insufficient electric power. If the electric power balance is balanced by the motors MG1 and MG2, the battery 50 is charged. It will not be discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40. The motor ECU 40 receives 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 detected phase current applied to the motors MG1 and MG2 is input, and the motor ECU 40 outputs a switching control signal and the like to the inverters 41 and 42. Further, the motor ECU 40 executes a rotation speed calculation routine (not shown) based on signals input from the rotation position detection sensors 43 and 44, and calculates the rotation speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2. Further, the motor ECU 40 receives the motor temperature T1 from the temperature sensor 45 that detects the temperature of the motor MG1 and the motor temperature T2 from the temperature sensor 46 that detects the temperature of the motor MG2. Further, the motor ECU 40 communicates with the hybrid ECU 70, controls the driving of the motors MG1, MG2 based on a control signal from the hybrid ECU 70, and transmits data related to the operating state of the motors MG1, MG2 to the hybrid ECU 70 as necessary. Output.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “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 the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. A charging / discharging current from an attached current sensor (not shown), a battery temperature Tb from a temperature sensor 51 attached to the battery 50, and the like are input. Further, the battery ECU 52 outputs data related to the state of the battery 50 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. The battery ECU 52 of the embodiment 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, or requests charging / discharging of the battery 50 based on the remaining capacity SOC. The power Pb * is calculated, or the input limit Win as the charge allowable power that is the power allowed for charging the battery 50 based on the remaining capacity SOC and the battery temperature Tb, and the power allowed for discharging the battery 50. The output limit Wout as discharge allowable power is calculated. The input / output limits Win and Wout of the battery 50 set basic values of the input / output limits Win and Wout based on the battery temperature Tb, and output correction correction coefficients based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for input restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, the hybrid ECU 70 includes a ROM 74 that stores various processing programs, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown). Prepare. The hybrid ECU 70 detects the shift amount SP from the shift position sensor 82 that detects the ignition signal from the ignition switch (start switch) 80 and the shift position SP that is the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 84, the brake pedal stroke BS from the brake pedal stroke sensor 86 for detecting the depression amount (stroke) of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 87, and the like are input via the input port. Entered. As described above, the hybrid ECU 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. In the hybrid vehicle 20 of the embodiment, as the shift position SP of the shift lever 81, a parking position (P position) used during parking, a reverse position (R position) for reverse travel, a neutral position (N position), normal In addition to the forward drive position (D position: first shift position), a brake position (a greater braking force than when the D position is selected when the accelerator is off under predetermined conditions) B position) is prepared.

  The brake unit 90 is provided for the master cylinder 91, the hydraulic (fluid pressure) brake actuator 92, the wheels 39a and 39b as driving wheels, and other wheels (not shown), and holds the brake discs attached to the wheels. Wheel cylinders 93a to 93d that drive brake pads that can apply friction braking force to the corresponding wheels, and wheel cylinder pressures that are provided for each of the wheel cylinders 93a to 93d and that detect the oil pressure (wheel cylinder pressure) of the corresponding wheel cylinder Sensors 94a to 94d, a brake electronic control unit (hereinafter referred to as “brake ECU”) 95 for controlling the brake actuator 92, and the like. The brake actuator 92 is a pump or accumulator as a hydraulic pressure generation source (not shown), a master cylinder cut solenoid valve for controlling the communication state between the master cylinder 91 and the wheel cylinders 93a to 93d, and a pedal depression force according to the depression amount of the brake pedal 85. A stroke simulator or the like that creates a reaction force is provided, and a friction braking force can be applied to the wheels 39a and 39b and other wheels regardless of the depression operation of the brake pedal 85 by the driver. Also, the brake ECU 95 receives a master cylinder pressure from a master cylinder pressure sensor (not shown) that detects a master cylinder pressure via a signal line (not shown), a wheel cylinder pressure from the wheel cylinder pressure sensors 94a to 94d, and a vehicle speed sensor 87. Vehicle speed V, brake pedal stroke BS from brake pedal stroke sensor 86, wheel speed from wheel speed sensor (not shown), steering angle from steering angle sensor (not shown), and the like, and communication with hybrid ECU 70 etc. Exchanges various signals.

  When the brake pedal 85 is depressed by the driver, the brake ECU 95 uses the pedal depression force Fpd applied to the brake pedal 85 by the driver using the brake pedal stroke BS from the brake pedal stroke sensor 86 and a predetermined depression force setting map. And the required braking force BF * requested by the driver is set based on the calculated pedal depression force Fpd. Further, the brake ECU 95 uses the set required braking force BF *, the vehicle speed V from the vehicle speed sensor 87, and a predetermined regenerative distribution ratio setting map to request the regenerative braking force RBF * (= d × BF *) for the motor MG2. And the required friction braking force FBF * (= (1-d) × BF *) for the brake unit 90 (brake actuator 92). Then, the brake ECU 95 transmits a required regenerative braking torque RBT obtained by multiplying the required regenerative braking force RBF * by a predetermined conversion coefficient to the hybrid ECU 70, and an actually output regenerative braking force transmitted from the hybrid ECU 70. The friction braking force according to the share by the brake unit 90 of the braking force to be applied to the hybrid vehicle 20 based on the indicated signal and the required friction braking force FBF * is applied to the wheels 39a, 39b and other wheels. The brake actuator 92 is controlled. In the embodiment, the required braking force setting map is predetermined and stored in the ROM of the brake ECU 95 so as to define the relationship between the pedal depression force Fpd by the driver and the required braking force BF *. FIG. 2 shows an example of the required braking force setting map. Further, in the embodiment, the regenerative distribution ratio setting map defines the relationship between the vehicle speed V and the distribution ratio d between the regenerative braking force by the motor MG2 and the friction braking force by the brake unit 90 with respect to the required braking force BF *. It is created in advance and stored in the ROM of the brake ECU 95. FIG. 3 shows an example of the regeneration distribution ratio setting map. The regenerative distribution ratio setting map of FIG. 3 shows the power (rotation speed Nm2) output by the motor MG2 when the vehicle speed V, which changes approximately in proportion to the rotation speed Nm2 of the motor MG2, is included in a relatively high vehicle speed range. X The required regenerative braking force RBF * is set according to the correlation curve indicating that the torque Tm2) is constant, and when the vehicle speed V is included in the medium speed range, the required regenerative braking force RBF * is set to the rated torque of the motor MG2, etc. When the vehicle speed V falls below the predetermined regenerative prohibition vehicle speed Vref, the required regenerative braking force RBF * decreases to approximately 0 with respect to the vehicle speed V in consideration of the efficiency and heat generation of the motor MG2. It is created in advance as a setting to be performed. When the vehicle speed V becomes the regenerative prohibition vehicle speed Vref or less, the brake ECU 95 considers that a replacement condition for replacing the regenerative braking force with the friction braking force is satisfied, and as the vehicle speed V decreases (with time), FIG. The required regenerative braking force RBF * is reduced according to the regenerative distribution ratio setting map, and the required friction braking force FBF * is set so that the regenerative braking force is quickly replaced by the friction braking force by the brake unit 90. The brake ECU 95 also performs so-called ABS control, traction control (TRC), vehicle stabilization control (VSC) based on various parameters such as wheel speed detected by a sensor (not shown), vehicle longitudinal and lateral acceleration, yaw rate, and steering angle. ) Etc. can also be executed.

  In the hybrid vehicle 20 of the embodiment configured as described above, the axle connected to the wheels 39a and 39b serving as driving wheels based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The required torque Tr * to be output to the ring gear shaft 32a is calculated, and the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the power corresponding to the required torque Tr * is output to the ring gear shaft 32a. . As the operation control mode of the engine 22, the motor MG1, and the motor MG2, the engine 22 is operated and 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 a power distribution integration mechanism. 30, a 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 the power corresponding to the sum is output from the engine 22, and all or a part of the power output from the engine 22 with charge / discharge of the battery 50 is the power distribution integration mechanism 30 and the motor MG1. And the motor MG2 with torque conversion, the required power is ring gear A charge / discharge operation mode for driving and controlling the motor MG1 and the motor MG2 to be output to the shaft 32a, and a motor for controlling the operation so as to output the power corresponding to the required power from the motor MG2 to the ring gear shaft 32a. There are operation modes.

  By the way, in the hybrid vehicle 20 described above, for example, when relatively large torque (power running torque or regenerative torque) is continuously output to the motors MG1 and MG2 during continuous traveling on an uphill road, the temperatures T1 and T1 of the motors MG1 and MG2 are output. There is a possibility that T2 increases and motors MG1 and MG2 cannot exhibit their original performance due to a decrease in efficiency due to a temperature rise or the like. For this reason, in the hybrid vehicle 20 of the embodiment, in order to suppress overheating of the motors MG1 and MG2 and performance degradation caused by the motor MG1, the upper limit value of the power running torque that is output to the motor MG1 by executing the torque limit setting routine of FIG. The power running torque limit Texlim1 and the power running torque limit Texlim2 which is the upper limit value of the regenerative torque limit Trelim1 which is the upper limit value of the regenerative torque (power generation torque) output to the motor MG1 and the power running torque (running torque) to be output to the motor MG2. A regenerative torque limit Trelim2 that is an upper limit value of the regenerative torque (regenerative braking torque) to be output to MG2 is set, and torques from the motors MG1 and MG2 using these power running torque limits Texlim1 and Texlim2 and regenerative torque limits Trelim1 and Trelim2 Out It is set to be appropriately limit.

  The torque limit setting routine of FIG. 4 will be described. This routine is repeatedly executed by the motor ECU 40 every predetermined time while the system of the hybrid vehicle 20 is being activated. First, motor temperatures T1 and T2 from the temperature sensors 45 and 46 are input (step S10). Next, regenerative torque limits Trelim1, Trelim2 of the motors MG1, MG2 are set based on the motor temperatures T1, T2 input in step S10 (step S12). In the embodiment, the relationship between the motor temperature and the regenerative torque limit is determined in advance and stored as a regenerative torque limit setting map in a ROM (not shown) of the motor ECU 40, and the regenerative torque limit Trelim1 of the motor MG1 is given. The one corresponding to the motor temperature T1 is derived and set from the regenerative torque limit setting map, and the one corresponding to the given motor temperature T2 is derived from the regenerative torque limit setting map as the regenerative torque limit Trelim2 of the motor MG2. Is set. An example of the regenerative torque limit setting map is shown in FIG. As shown in the figure, the regenerative torque limit setting map of the embodiment has a relatively large regenerative torque limit as a braking torque if the motor temperature is lower than a predetermined first temperature Tref1 (for example, about 150 ° C.) ( The value is relatively small) and is set to a predetermined value (negative constant value in the embodiment) Tref, and when the motor temperature becomes equal to or higher than the first temperature Tref1, the regenerative torque limit is reduced as a braking torque in proportion to the motor temperature (as a value) It is created to increase). If the regenerative torque limits Trelim1, Trelim2 of the motors MG1, MG2 are thus set, the power running torque limits Texlim1, Texlim2 of the motors MG1, MG2 are set based on the motor temperatures T1, T2 input in step S10 (step S14). . In the embodiment, the relationship between the motor temperature and the power running torque limit is determined in advance and stored in a ROM (not shown) of the motor ECU 40 as a power running torque limit setting map, and the power running torque limit Texlim1 of the motor MG1 is given as The one corresponding to the motor temperature T1 is derived and set from the power running torque limit setting map, and the one corresponding to the given motor temperature T2 is derived from the power running torque limit setting map as the power running torque limit Texlim2 of the motor MG2. Is set. An example of the power running torque limit setting map is shown in FIG. As shown in the figure, the power running torque limit setting map of the embodiment is such that the motor temperature is lower than a second temperature Tref2 (for example, about 170 ° C.) predetermined as a temperature higher than the first temperature Tref1 described above. The power running torque limit is set to a relatively large predetermined value (a constant value in the embodiment) Texref, and when the motor temperature becomes equal to or higher than the second temperature Tref2, the power running torque limit is reduced in proportion to the motor temperature. As a result, in the hybrid vehicle 20 of the embodiment, when the motor temperatures T1 and T2 increase, the regenerative torque limit Trelim1 and Trelim2 precede the power running torque limit Texlim1 and Texlim2, that is, the motor temperatures T1 and T2 From a relatively low value, a smaller value is set. The predetermined values Treref and Texref can be arbitrarily determined in consideration of the specifications of the motors MG1 and MG2. In the embodiment, the motor MG1 and the motor MG2 share the regenerative torque limit setting map and the power running torque limit setting map, but the regenerative torque limit setting map and the power running torque limit setting map MG1 and motor MG2 may be different.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when the driver depresses the accelerator pedal 83 and the brake pedal 85 is depressed, and when the accelerator pedal 83 is depressed by the driver. Will be described.

  FIG. 6 shows an example of a braking control routine that is repeatedly executed by the hybrid ECU 70 every predetermined time (for example, several msec) when the driver depresses the accelerator pedal 83 and the brake pedal 85 is depressed. It is a flowchart to show. At the start of the braking control routine of FIG. 6, the CPU 72 of the hybrid ECU 70 determines the accelerator opening Acc from the accelerator pedal position sensor 84, the shift position SP from the shift position sensor 82, the vehicle speed V from the vehicle speed sensor 87, the motor MG1, and so on. Input processing of data necessary for control such as the rotational speeds Nm1 and Nm2 of the MG2, the input / output limits Win and Wout of the battery 50, the required regenerative braking torque RBT, and the regenerative torque limit Trelim2 of the motor MG2 is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 through communication, and the input / output limits Win and Wout of the battery 50 are input from the battery ECU 52 through communication. Further, the requested regenerative braking torque RBT is input from the brake ECU 95 by communication, and the regenerative torque limit Trelim2 is input from the motor ECU 40 by communication from the value set through the torque limit setting routine of FIG. . After the data input process of step S100, when the depression of both the accelerator pedal 83 and the brake pedal 85 is released based on the input accelerator opening Acc, the vehicle speed V, and the shift position SP, that is, in the accelerator off state. A base torque Tb is set as an accelerator-off required driving force to be output to the ring gear shaft 32a as the axle when the brake operation is not performed (step S110). In the embodiment, the relationship between the accelerator opening Acc, the vehicle speed V, the shift position SP, and the base torque Tb is determined in advance and stored in the ROM 74 as a base torque setting map, and the given accelerator opening Acc and the vehicle speed V are stored. And the position corresponding to the shift position SP are derived and set from the map as the base torque Tb. FIG. 7 shows an example of the base torque setting map. As can be seen from the figure, in the hybrid vehicle 20 of the embodiment, the base torque Tb is basically determined according to the vehicle speed V unless the shift position SP is changed. Next, a required torque (required braking torque) Tr * to be output to the ring gear shaft 32a as the axle is set by adding the required regenerative braking torque RBT input in step S100 to the set base torque Tb (step S120). .

  If the required torque Tr * is set, it is determined whether or not the engine 22 is stopped (step S130). If the engine 22 is stopped, the target rotational speed Ne * and the target torque Te * of the engine 22 are determined. Are each set to a value of 0 (step S140). When it is determined in step S130 that the engine 22 is operating, the target rotational speed Ne * is set to, for example, the independent rotational speed Ne0 when the engine 22 is autonomously operated so that the engine 22 does not substantially output torque. The target torque Te * is set to 0 (for example, the idling speed) (step S150). Furthermore, after setting the torque command Tm1 * for the motor MG1 to a value 0 (step S160), a temporary motor torque Tm2tmp, which is a temporary value of the torque to be output from the motor MG2, is calculated according to the following equation (1) (step S160). S170). Subsequently, torque limits Tm2min and Tm2max as upper and lower limits of torque that may be output from the motor MG2 using the input / output limits Win and Wout of the battery 50 and the current rotation speed Nm2 of the motor MG2 are expressed by the following equation (2). And it calculates according to Formula (3) (step S180). Then, the torque command Tm2 * for the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with the regenerative torque limit Trelim2 or the torque limits Tm2min and Tm2max input in step S100 (step S190). That is, in step S190, as shown in the following equation (4), the smaller one of the temporary motor torque Tm2tmp and the torque limit Tm2max and the larger one of the torque limit Tm2min are obtained, and the obtained value and the regenerative torque limit are calculated. The larger one of Trelim2 (the smaller one as the braking torque) is set as the torque command Tm2 *. By setting the torque command Tm2 * for the motor MG2 in this way, the torque output from the motor MG2 to the ring gear shaft 32a as the axle is within the range of the input / output limits Win and Wout of the battery 50 and is regenerated as a braking torque. It can be set to a value equal to or less than the limit Trelim2. If the target rotational speed Ne * and target torque Te * of the engine 22 and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are sent to the engine ECU 24. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 and the torque command Tm2 * is transmitted to the brake ECU 95 (step S200), and the processing from step S100 is executed again. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * executes control for obtaining the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * switches the switching elements of the inverters 41 and 42 so that the motor MG1 is driven according to the torque command Tm1 * and the motor MG2 is driven according to the torque command Tm2 *. Take control. Further, the brake ECU 95 that has received the torque command Tm2 * regards the value obtained by multiplying the torque command Tm2 * by the gear ratio Gr as the regenerative braking torque that is actually output to the ring gear shaft 32a as the axle by the motor MG2. Based on the torque command Tm2 *, a required friction braking force FBF * corresponding to the share of the required braking force BF * to be applied to the hybrid vehicle 20 by the brake unit 90 is set (adjusted).

Tm2tmp = Tr * / Gr (1)
Tm2min = Win / Nm2 (2)
Tm2max = Wout / Nm2 (3)
Tm2 * = max (Trelim2, max (min (Tm2tmp, Tm2max), Tm2min)) (4)

  Next, the operation of the hybrid vehicle 20 when the accelerator pedal 83 is depressed by the driver will be described. FIG. 8 is a flowchart illustrating an example of a drive control routine that is repeatedly executed by the hybrid ECU 70 every predetermined time (for example, several milliseconds) when the accelerator pedal 83 is depressed by the driver. Here, in order to simplify the description, the drive control routine of FIG. 8 will be described by taking the state in which the engine 22 is being operated as an example. At the start of this routine, the CPU 72 of the hybrid ECU 70 determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 87, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, the charge / discharge required power Pb *, Input processing of data necessary for control such as input / output limits Win and Wout of battery 50, regenerative torque limit Trelim1 of motor MG1, and power running torque limit Texlim2 of motor MG2 is executed (step S300). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 through communication, and the charge / discharge request power Pb * and the input / output limits Win and Wout are input from the battery ECU 52 through communication. . In addition, as the regenerative torque limit Trelim1 and the power running torque limit Texlim2, values set through the torque limit setting routine of FIG. 4 are input from the motor ECU 40 by communication. After the data input process in step S300, the required torque Tr * to be output to the ring gear shaft 32a as the axle connected to the wheels 39a and 39b as drive wheels and the engine based on the input accelerator opening Acc and the vehicle speed V 22 is set to the required power Pe * (step S310). In the embodiment, the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr * is determined in advance and stored in the ROM 74 as a required torque setting map. The required torque Tr * is the given accelerator opening. The one corresponding to Acc and the vehicle speed V is derived and set from the map. FIG. 9 shows an example of the required torque setting map. In the embodiment, the required power Pe * is obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a, the charge / discharge required power Pb * (where the discharge side is positive), and the loss Loss. Is calculated as the sum of The rotational speed Nr of the ring gear shaft 32a can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35 as shown in the figure or by multiplying the vehicle speed V by the conversion factor k. Further, a target rotational speed Ne * and a target torque Te *, which are target operating points of the engine 22, are set based on the required power Pe * for the engine 22 set in step S310 (step S320). In the embodiment, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on a predetermined operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 10 illustrates an operation line of the engine 22 and a correlation curve between the target rotational speed Ne * and the target torque Te *. 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 the correlation curve indicating that the required power Pe * (Ne * × Te *) is constant. it can.

  If the target rotational speed Ne * and the target torque Te * of the engine 22 are set, the target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ (sun gear) of the power distribution and integration mechanism 30 The number of teeth of 31 / the number of teeth of the ring gear 32) is used to calculate the target rotational speed Nm1 * of the motor MG1 according to the following equation (5), and the calculated target rotational speed Nm1 * and the current rotational speed Nm1 A temporary motor torque Tm1tmp, which is a temporary value of torque to be output from the motor MG1, is calculated according to the following equation (6) (step S330). Here, Expression (5) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 11 illustrates a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31 that matches the rotational speed Nm1 of the motor MG1, the central C-axis indicates the rotational speed of the carrier 34 that matches the rotational speed Ne of the engine 22, and the right R-axis. The axis indicates the rotational speed Nr of the ring gear 32 obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. The two thick arrows on the R axis indicate the torque acting on the ring gear shaft 32a by this torque output when the motor MG1 outputs the torque Tm1, and the reduction gear 35 when the motor MG2 outputs the torque Tm2. The torque acting on the ring gear shaft 32a is shown through (where the upward direction is positive and the downward direction is negative torque). Expression (5) for obtaining the target rotational speed Nm1 * of the motor MG1 can be easily derived by using the rotational speed relationship in this alignment chart. Expression (6) 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 the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (5)
Tm1tmp = -ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (6)

  Subsequently, torque limits Tm1min and Tm1max as upper and lower limits of torque that may be output from the motor MG1 satisfying both of the following expressions (7) and (8) are set according to the following expressions (9) and (10) (step) S340). Here, Expression (7) is a relational expression indicating that the total torque output to the ring gear shaft 32a by the motor MG1 and the motor MG2 matches the required torque Tr *. Further, Expression (8) is a relational expression indicating that the total sum of electric power input / output by the motor MG1 and the motor MG2 is included in the range of the input / output restrictions Win, Wout. Expressions (9) and (10) for deriving the torque limits Tm1min and Tm1max are obtained by solving these expressions (7) and (8) for the torque Tm1. Then, the torque command Tm1 * for the motor MG1 is set as a value obtained by limiting the temporary motor torque Tm1tmp with the regenerative torque limit Trelim1 or the torque limits Tm1min and Tm1max input in step S300 (step S350). That is, in step S350, as shown in the following equation (11), after obtaining the smaller one of the temporary motor torque Tm1tmp and the torque limit Tm1max and the larger one of the torque limit Tm1min, the obtained value and the regenerative torque limit The larger one with Trelim1 (the smaller regenerative torque) is set as the torque command Tm1 *. By setting the torque command Tm1 * for the motor MG1 in this manner, the torque output to the ring gear shaft 32a serving as the axle is within the range of the input / output limits Win and Wout of the battery 50 and is used as the regenerative torque (power generation torque). It can be set to a value equal to or less than the limit Trelim1.

-Tm1 / ρ + Tm2 ・ Gr = Tr * (7)
Win ≦ Tm1, Nm1 + Tm2, Nm2 ≦ Wout ... (8)
Tm1min = (Gr / Win-Tr * / Nm2) / (Gr / Nm1 + Nm2 / ρ) (9)
Tm1max = (Gr / Wout-Tr * / Nm2) / (Gr / Nm1 + Nm2 / ρ) (10)
Tm1 * = max (Trelim1, max (min (Tm1tmp, Tm1max), Tm1min)) (11)

  If the torque command Tm1 * for the motor MG1 is set as described above, the motor is obtained using the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35. A temporary motor torque Tm2tmp, which is a temporary value of the torque to be output from MG2, is calculated according to the following equation (12) (step S360). Further, output from motor MG2 may be performed using input / output limits Win and Wout of battery 50, torque command Tm1 * for motor MG1 set in step S350, and current rotation speeds Nm1 and Nm2 of motors MG1 and MG2. Torque limits Tm2min and Tm2max as upper and lower torque limits are calculated according to the following equations (13) and (14) (step S370). Then, the torque command Tm2 * for the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with the power running torque limit Texlim2 or the torque limits Tm2min and Tm2max input in step S300 (step S380). That is, in step S380, as shown in the following equation (15), the smaller one of the temporary motor torque Tm2tmp and the torque limit Tm2max and the larger one of the torque limit Tm2min are obtained, and the obtained value and the power running torque limit are calculated. The smaller of Texlim2 is set as the torque command Tm2 *. By setting the torque command Tm2 * for the motor MG2 in this way, the torque output to the ring gear shaft 32a as the axle is set as a value within the range of the input / output limits Win and Wout of the battery 50 and the power running torque limit Texlim2. can do. Equation (12) can be easily derived from the alignment chart of FIG. If the target rotational speed Ne * and target torque Te * of the engine 22 and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are sent to the engine ECU 24. Then, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S390), and the processing after step S300 is executed again.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (12)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (13)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (14)
Tm2 * = min (Texlim2, max (min (Tm2tmp, Tm2max), Tm2min)) (15)

  As described above, in the hybrid vehicle 20 of the embodiment, the motors MG1, MG2 are based on the motor temperatures T1, T2 of the motors MG1, MG2 acquired by the temperature sensors 45, 46 through the torque limit setting routine of FIG. The power running torque limits Texlim 1 and Texlim 2 that are upper limit values of the power running torque to be output to the motor and the regenerative torque limits Trelim 1 and Trelim 2 that are the upper limit values of the regenerative torque to be output to the motors MG 1 and MG 2 are compared with the output of the power running torque. Is set to a more restrictive tendency. Then, during the execution of the braking time control routine of FIG. 6 for outputting the regenerative torque (braking torque) to the motor MG2, the motor MG2 controls the regenerative torque output by the motor MG2 to be equal to or less than the regenerative torque limit Trelim2 as a braking torque. (Step S190 in FIG. 6). In addition, when executing the drive control routine of FIG. 8 in which the motor MG1 outputs the regenerative torque (power generation torque) and the motor MG2 outputs the power running torque (running torque), the regenerative torque output by the motor MG1 is used as the power generation torque. The motors MG1 and MG2 are controlled so that the power running torque output by the motor MG2 becomes equal to or less than the regenerative torque limit Trelim1 and the power running torque limit Texlim2 or less (steps S350, S380, etc. in FIG. 8). Thus, the power running torque limits Texlim1, Texlim2 and the regenerative torque limits of the motors MG1, MG2 tend to be more limited than the power running torque output based on the motor temperatures T1, T2 of the motors MG1, MG2. If Trelim1 and Trelim2 are set, overheating of the motors MG1 and MG2 is suppressed by limiting the regenerative operation (power generation operation) of the motors MG1 and MG2 based on the regenerative torque limit Trelim1 and Trelim2, and in particular, the power running torque from the motor MG2 is reduced. The output can be made difficult to be limited based on the power running torque limit Texlim2. Therefore, in the hybrid vehicle 20, it is possible to more appropriately execute the output limitation of the motors MG1 and MG2 to suppress the overheating of the motors MG1 and MG2 and suppress the decrease in drivability.

  Further, in the above embodiment, when setting the regenerative torque limit Trelim1, Trelim2 and the power running torque limit Texlim1, Texlim2, when the motor temperatures T1, T2 of the motors MG1, MG2 become equal to or higher than the first temperature Tref1, the regenerative value is increased from the constant value Treref. A regenerative torque limit setting map (FIG. 5 (a)) for gradually decreasing the torque limits Trelim1, Trem2 as the motor temperatures T1, T2 rise, and a second temperature Tref2 where the motor temperatures T1, T2 are higher than the first temperature Tref1. When the above is reached, the power running torque limit setting map (FIG. 5B) is used that gradually reduces the power running torque limits Texlim1, Texlim2 from the constant value Texref up to that time as the motor temperatures T1, T2 rise. As a result, when the motor temperature T1, T2 increases, the regenerative torque limit Trelim1, Trelim2 is set to a smaller value before the power running torque limit Texlim1, Texlim2, thereby causing the motors MG1, MG2 to move. It becomes possible to limit the output of the regenerative torque by the motors MG1, MG2 earlier than the output of the power running torque by. Therefore, in the hybrid vehicle 20 of the embodiment, overheating of the motors MG1 and MG2 is suppressed by limiting the regenerative operation (power generation operation) of the motors MG1 and MG2 based on the regenerative torque limits Trelim1 and Trelim2, and power running from the motors MG1 and MG2 is performed. It is possible to suppress a decrease in drivability due to the torque output being limited based on the power running torque limits Texlim 1 and Texlim 2, making it difficult for the driving torque to be output to the ring gear shaft 32 a as the axle. The hybrid vehicle 20 according to the embodiment includes the brake unit 90 that can output an arbitrary friction braking force regardless of the brake operation by the driver. Therefore, the regenerative braking by the motor MG2 is limited based on the regenerative torque limit Trelim2. In this case, it is possible to cause the brake unit 90 to output a frictional braking force, thereby ensuring the required braking force BF * based on the brake operation by the driver. Further, also for the motor MG1 mainly functioning as a generator, by setting the power running torque limit Texlim1 and the regenerative torque limit Trelim1 as described above, the regenerative operation (power generation operation) of the motor MG1 based on the regenerative torque limit Trelim. In addition to suppressing overheating of the motor MG1, the engine 22 can be always started well by cranking (output of power running torque) of the motor MG1 accompanied by discharge from the battery 50.

  In the hybrid vehicle 20 of the embodiment, the ring gear shaft 32a as the axle and the motor MG2 are connected via the reduction gear 35 that reduces the rotational speed of the motor MG2 and transmits it to the ring gear shaft 32a. Instead of 35, for example, a transmission that shifts the rotational speed of the motor MG2 having two shift stages of Hi and Lo or three or more shift stages and transmits it to the ring gear shaft 32a may be employed. Moreover, although the hybrid vehicle 20 of an Example outputs the motive power of motor MG2 to the axle connected to the ring gear shaft 32a, the application object of this invention is not restricted to this. That is, the present invention is different from the axle (the axle to which the wheels 39a and 39b are connected) that is connected to the ring gear shaft 32a as in the hybrid vehicle 20A as a modification shown in FIG. The present invention may be applied to the one that outputs to the wheels 39c and 39d in FIG. Furthermore, the hybrid vehicle 20 according to the embodiment outputs the power of the engine 22 to the ring gear shaft 32a as an axle connected to the wheels 39a and 39b via the power distribution and integration mechanism 30. Is not limited to this. That is, the present invention provides an inner rotor 232 connected to the crankshaft of the engine 22 and an outer rotor connected to an axle that outputs power to the wheels 39a and 39b, like a hybrid vehicle 20B as a modified example shown in FIG. 234, and may be applied to a motor including a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the axle and converts the remaining power into electric power.

  Here, the correspondence between the main elements of the above-described embodiments and modifications and the main elements of the invention described in the column of means for solving the problems will be described. That is, in the above-described embodiments and modifications, the motor MG2 capable of inputting / outputting power to / from the ring gear shaft 32a corresponds to an “electric motor”, and the battery 50 capable of exchanging electric power with the motor MG2 corresponds to “power storage means”. The temperature sensor 46 that detects the temperature of the MG 2 corresponds to the “temperature acquisition means”, the motor ECU 40 that executes the torque limit setting routine in FIG. 4 corresponds to the “torque limit setting means”, and the braking time control routine in FIG. The hybrid ECU 70, the engine ECU 24, and the motor ECU 40 that execute the drive control routine of FIG. 8 correspond to “control means”. Further, the engine 22 corresponds to an “internal combustion engine”, the combination of the motor MG1 and the power distribution and integration mechanism 30 and the anti-rotor motor 230 correspond to “power power input / output means”, and a temperature sensor 45 that detects the temperature of the motor MG1. Corresponds to the “second temperature acquisition means”, the motor MG1 corresponds to the “motor for power generation”, the power distribution and integration mechanism 30 corresponds to the “three-axis power input / output means”, and is used for brake operation by the driver. Regardless, the brake unit 90 capable of outputting an arbitrary friction braking force corresponds to “friction braking means”.

  Note that the “motor” and “electric generator motor” are not limited to synchronous generator motors such as the motors MG1 and MG2, and may be of any other type such as an induction motor. The “storage means” is not limited to the secondary battery such as the battery 50, and may be any other type such as a capacitor as long as it can exchange electric power with the motor. The “temperature acquisition means” is not limited to the one that actually measures the temperatures of the motors MG1 and MG2, such as the temperature sensors 45 and 46, and may be a cooling device for cooling the motor, for example, as long as it can acquire the temperature of the motor. Any other type may be used, such as one that estimates the temperature of the electric motor based on the temperature of the medium. “Control means” is used to control the motor so that the power running torque output by the motor is equal to or less than the set power running torque limit when the motor outputs the power running torque, and to output the regenerative torque to the motor. Is not limited to the combination of the hybrid ECU 70, the motor ECU 40, and the brake ECU 95 as long as the motor is controlled so that the regenerative torque output by the motor is less than or equal to the set regenerative torque limit. Any other type of electronic control unit may be used. The “internal combustion engine” is not limited to the engine 22 that outputs power by receiving a hydrocarbon fuel such as gasoline or light oil, and may be of any other type such as a hydrogen engine. The “power power input / output means” is connected to a predetermined axle and the engine shaft of the internal combustion engine, and can generate power using at least a part of the power from the internal combustion engine, and power to the axle with power input / output. As long as the power can be exchanged with the power storage means, the combination of the motor MG1 and the power distribution and integration mechanism 30 and any other type other than the anti-rotor motor 230 may be used. . The “friction braking means” may be of any type other than the electronically controlled hydraulic brake unit 90 as long as it can output an arbitrary friction braking force regardless of the braking request operation by the driver. Absent. In any case, the correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. This is an example for specifically describing the best mode for carrying out the invention, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is described in the description of that column. Should be done on the basis.

  The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

1 is a schematic configuration diagram of a hybrid vehicle 20 as a vehicle according to an embodiment of the present invention. It is explanatory drawing which shows an example of the map for request | requirement braking force setting. It is explanatory drawing which shows an example of the map for a regeneration distribution ratio setting. It is a flowchart which shows an example of the torque limitation setting routine performed by motor ECU40 of an Example. (A) is explanatory drawing which shows an example of the map for regenerative torque limitation setting, (b) is explanatory drawing which shows an example of the map for powering torque limitation setting. It is a flowchart which shows an example of the control routine at the time of braking performed by hybrid ECU70 of an Example. It is explanatory drawing which shows an example of the map for base torque setting. It is a flowchart which shows an example of the drive control routine performed by hybrid ECU70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which illustrates the operation line of the engine 22, the correlation curve of target rotational speed Ne *, and target torque Te *. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. It is a schematic block diagram of the hybrid vehicle 20A of a modification. It is a schematic block diagram of the hybrid vehicle 20B of the modification.

Explanation of symbols

  20, 20A, 20B Hybrid vehicle, 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, 37 gear mechanism, 38 differential gear, 39a-39d wheels, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 45, 46, 51 temperature sensor, 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 70 hybrid electronic control unit (hybrid ECU), 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 stroke sensor, 87 vehicle speed sensor, 90 electronically controlled hydraulic brake unit, 91 master cylinder, 92 brake Actuator, 93a to 93d Wheel cylinder, 94a to 94d Wheel cylinder pressure sensor, 95 Brake electronic control unit (brake ECU), 230 rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (6)

An electric motor that can input and output power to the axle;
Power storage means capable of exchanging power with the motor;
Temperature acquisition means for acquiring the temperature of the electric motor;
Based on the acquired temperature of the motor, a power running torque limit that is an upper limit value of the power running torque to be output to the motor and a regenerative torque limit that is an upper limit value of the regenerative torque to be output to the motor are output as the power running torque. A torque limit setting means for setting a tendency to more restrict the output of the regenerative torque,
When causing the electric motor to output the power running torque, controlling the electric motor so that the power running torque output by the electric motor is equal to or less than the set power running torque limit, and causing the electric motor to output the regenerative torque. Control means for controlling the electric motor so that the regenerative torque output by the electric motor is less than or equal to the set regenerative torque limit;
A vehicle comprising:   The torque limit setting means gradually reduces the regenerative torque limit in accordance with an increase in the temperature of the motor when the acquired temperature of the motor becomes equal to or higher than a first temperature, and the acquired temperature of the motor is 2. The vehicle according to claim 1, wherein the power running torque limit is gradually reduced in accordance with an increase in the temperature of the electric motor when the temperature becomes equal to or higher than a second temperature higher than the first temperature. The vehicle according to claim 1 or 2,
An internal combustion engine;
The axle connected to the axle or another axle different from the axle and the engine shaft of the internal combustion engine and capable of generating electric power using at least a part of the power from the internal combustion engine and with input / output of electric power. Or power power input / output means capable of inputting / outputting power to / from the other axle and capable of exchanging power with the power storage means;
A second temperature acquisition means for acquiring a temperature related to the power input / output means;
The torque limit setting means compares the power running torque limit and the regenerative torque limit for the power power input / output means based on the temperature acquired by the second temperature acquisition means as compared with the output of the power running torque. Set the regenerative torque output to be more restrictive,
The control means, when the power power input / output means outputs the power running torque, the power power input so that the power running torque output by the power power input / output means is less than or equal to the set power running torque limit. When controlling the output means and causing the power power input / output means to output the regenerative torque, the power is set so that the regenerative torque output by the power power input / output means is less than or equal to the set regenerative torque limit. Vehicle that controls power input / output means. The vehicle according to claim 3, wherein
The electric power drive input / output means is connected to three axes of a generator motor capable of inputting / outputting power, the axle or the other axle, the engine shaft of the internal combustion engine, and a rotation shaft of the generator motor, Three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any two of these three axes;
The torque limit setting means outputs the power running torque limit and the regenerative torque limit for the power generation motor to the power running torque output based on the temperature of the power generation motor acquired by the second temperature acquisition means. Compared to the tendency that the output of the regenerative torque is more limited,
The control means controls the generator motor so that the power running torque output by the generator motor is equal to or less than the set power running torque limit when the generator motor outputs the power running torque. A vehicle that controls the generator motor so that the regeneration torque output by the generator motor is less than or equal to the set regeneration torque limit when the generator motor outputs the regeneration torque.   The vehicle according to any one of claims 1 to 4, further comprising friction braking means capable of outputting an arbitrary friction braking force regardless of a braking request operation by a driver. A vehicle control method comprising: an electric motor capable of inputting / outputting power to / from an axle; power storage means capable of exchanging electric power with the electric motor; and temperature acquisition means for acquiring the temperature of the electric motor,
(A) a power running torque limit that is an upper limit value of the power running torque to be output to the electric motor based on the temperature of the motor acquired by the temperature acquisition means, and a regenerative torque limit that is an upper limit value of the regenerative torque to be output to the electric motor; Setting a tendency that the output of the regenerative torque is more limited than the output of the power running torque;
(B) When outputting the power running torque to the motor, the motor is controlled so that the power running torque output by the motor is less than or equal to the power running torque limit set in step (a). When the regenerative torque is output to the motor, the step of controlling the electric motor so that the regenerative torque output by the electric motor is less than or equal to the regenerative torque limit set in step (a);
A method for controlling a vehicle including:

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