JP2009165326A - Vehicle and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress overdischarge or the like of an electricity accumulating means resulting from a slip by idling of driving wheels. <P>SOLUTION: In a hybrid motor vehicle 20, when vehicle motion integrated control by a brake ECU 95 is canceled, a target slip velocity Vslip* specifying a tolerance of slip velocity Vslip is set (steps S140, S150 or S160), wherein the slip velocity Vslip shows a level of the slip by idling of the driving wheels 39a, 39b corresponding to a motor control mode which is set among a sine wave control mode, an overmodulation control mode, and a square wave control mode. An engine 22 and motors MG1 and MG2 as driving sources involve drive control of the motors MG1 and MG2 under the motor control mode thus set, and the slip velocity Vslip is controlled not to exceed the target slip velocity Vslip* (steps S170 to S270). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle and a control method thereof, and more particularly to a vehicle including a drive source that includes at least an electric motor and can output power to an axle connected to drive wheels, and a control method thereof.

Conventionally, a planetary gear mechanism connected to an engine, a first motor, and an axle, a second motor connected to the axle, an inverter that drives the first and second motors, and electric power from a battery 2. Description of the Related Art A vehicle is known that includes a boost converter that boosts and supplies a voltage to an inverter and a control unit that performs switching between rectangular wave control and non-rectangular wave control for the inverter (see, for example, Patent Document 1). . In this vehicle, when a slip state is detected in which the drive wheel connected to the axle idles when the inverter is controlled by the rectangular wave, the inverter control is switched from the rectangular wave control to the non-rectangular wave control, The target voltage of the boost converter is lowered so that the overvoltage of the inverter is suppressed.
JP 2007-20383 A

  However, in the above vehicle, when the state of the driving wheel suddenly changes from the grip state to the slip state, the inverter control is controlled by a rectangular wave control having a relatively low control response and a non-rectangular wave such as a sine wave control having a higher control response. Even when switching between control, more power is consumed by the second motor connected to the axle as the rotational speed of the drive wheels increases due to lack of control continuity or communication delay. This may cause the battery to become overdischarged. Even if the inverter control is switched between the rectangular wave control and the non-rectangular wave control when the driving wheel state suddenly changes from the slip state to the grip state, there is no continuity of control or communication delay. The first motor generates a large amount of electric power with a decrease in the rotational speed of the drive wheels due to the above, and the battery may be overcharged.

  In view of the above, the main object of the present invention is to suppress overdischarge of the power storage means caused by slipping due to idling of the drive wheels.

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

The vehicle according to the present invention is
A vehicle having a drive source including at least an electric motor and capable of outputting power to an axle connected to a drive wheel;
Power storage means capable of exchanging power with the motor;
Vehicle speed acquisition means for acquiring the vehicle speed;
Wheel speed acquisition means for acquiring a wheel speed that is a rotational speed of the drive wheel;
Slip speed acquisition means for acquiring a slip speed indicating a degree of slip due to idling of the drive wheel based on the acquired vehicle speed and the acquired wheel speed;
Motor control mode setting means for setting any one of a plurality of control modes as a motor control mode that is a control mode of the motor;
Slip allowable range setting means for setting an allowable range of the slip speed corresponding to the set motor control mode;
Control means for controlling the drive source so that the acquired slip speed is within the set allowable range with drive control of the motor under the set motor control mode;
Is provided.

  In this vehicle, any one of a plurality of control modes can be set as the motor control mode that is a control mode of the motor included in the drive source, and any control mode is set as the motor control mode. When set, an allowable range of slip speed indicating the degree of slip due to idling of the drive wheels corresponding to the set motor control mode is set. Then, the drive source is controlled so that the slip speed acquired based on the vehicle speed and the wheel speed of the drive wheel is within the allowable range with the drive control of the motor under the set motor control mode. Be controlled. Thus, if the allowable range of the slip speed is set to one corresponding to the motor control mode selected from among the plurality of control modes, the allowable range of the slip speed is switched according to the change of the motor control mode. That is, it is possible to set a more appropriate slip speed allowable range in consideration of the control accuracy (control responsiveness) of the motor for each motor control mode. Therefore, in this vehicle, regardless of the control mode of the motor control mode, the drive source is controlled so that the slip speed acquired by the slip speed acquisition means is within the allowable range, and the state of the drive wheels is It is possible to suppress a sudden change between the slip state and the grip state, and thereby it is possible to suppress overdischarge of the power storage means caused by slip due to idling of the drive wheels.

  Further, the slip allowable range setting means may set a target slip speed which is a slip speed allowed for the drive wheel corresponding to the set motor control mode, and the control means The restriction based on the acquired slip speed and the set target slip speed is used to limit the required driving force required for traveling, and the power based on the limited required driving force is output to the axle. In this way, the drive source may be controlled. As a result, it is possible to satisfactorily suppress a sudden change in the state of the drive wheel between the slip state and the grip state so that the slip speed falls within the allowable range.

  Further, the motor control mode setting means sets one of a first motor control mode and a second motor control mode that is inferior in control accuracy as compared to the first motor control mode as the motor control mode. The target slip speed setting means may be configured such that the target slip speed setting means is more effective when the second motor control mode is set than when the first motor control mode is set. The absolute value of may be set small. As a result, even when the second motor control mode that is inferior in control accuracy compared to the first motor control mode is set, the state of the drive wheels changes suddenly between the slip state and the grip state. Can be suppressed satisfactorily.

  Further, the motor control mode setting means may be capable of setting any one of a rectangular wave control mode, an overmodulation control mode and a sine wave control mode as the motor control mode, and the target slip The speed setting means sets the absolute value of the target slip speed smaller when the rectangular wave control mode is set than when the sine wave control mode is set, and sets the overmodulation control mode. When the sine wave control mode is set, the absolute value of the target slip speed may be set smaller than when the sine wave control mode is set. As a result, even when the rectangular wave control mode or the overmodulation control mode, which is inferior in control accuracy as compared with the sine wave control mode, is set as the motor control mode, the drive wheels are in the slip state and the grip state It is possible to satisfactorily suppress a sudden change between the two.

  Further, the drive source includes an internal combustion engine and a first electric motor capable of inputting / outputting power, and is connected to the axle and the engine shaft of the internal combustion engine, and is connected to the internal combustion engine with input / output of electric power and power. It includes an electric power input / output means capable of outputting at least a part of engine power to the axle side, and a second electric motor capable of outputting at least power to the axle or another axle different from the axle. May be. In this case, the power input / output means is connected to three axes of the axle, the engine shaft of the internal combustion engine, and the rotary shaft of the first electric motor, and enters any two of these three shafts. Three-axis power input / output means for inputting / outputting power based on the output power to / from the remaining shafts may be included.

A vehicle control method according to the present invention includes:
A vehicle control method comprising a drive source including at least an electric motor and capable of outputting power to an axle connected to drive wheels, and an electric storage means capable of exchanging electric power with the electric motor,
(A) obtaining a slip speed indicating a degree of slip due to idling of the drive wheel based on a vehicle speed of the vehicle and a wheel speed of the drive wheel;
Slip speed acquisition means;
(B) slip allowable range setting means for setting an allowable range of the slip speed corresponding to an electric motor control mode set as a control mode of the electric motor from a plurality of control modes;
(C) With the drive control of the electric motor under the set electric motor control mode, the slip speed acquired in step (a) falls within the allowable range set in step (b). Controlling the drive source as follows:
Is included.

  According to this method, it is possible to set a more appropriate slip speed allowable range in consideration of the control accuracy (control responsiveness) of the motor for each motor control mode. Therefore, if this method is adopted, the driving source is controlled so that the slip speed is within the allowable range, and the state of the driving wheel is prevented from changing suddenly between the slipping state and the gripping state. It is possible to suppress overdischarge of the power storage means due to slipping due to idling.

Other vehicles according to the invention
A vehicle having a drive source including at least an electric motor and capable of outputting power to an axle connected to a drive wheel;
Power storage means capable of exchanging power with the motor;
Motor control mode setting means for setting either the first control mode or the second control mode inferior in control accuracy as compared with the first control mode as the motor control mode that is the control mode of the motor;
When the first control mode is set as the motor control mode, the required driving force required for traveling is limited using the first constraint, and the power based on the limited required driving force is applied to the axle. When the first control mode is set as the motor control mode, the power output to the axle tends to be suppressed more than the first constraint. Control means for controlling the drive source so as to limit the required drive force using a second constraint and to output power based on the limited required drive force to the axle;
Is provided.

  In this vehicle, even when the second motor control mode, which is inferior in control accuracy compared with the first motor control mode, is set, the state of the drive wheels changes suddenly between the slip state and the grip state. This can be suppressed satisfactorily, so that overdischarge of the power storage means due to slippage due to idling of the drive wheels can be suppressed. As the first constraint, for example, it is possible to use a target slip speed that is an allowable slip speed for the drive wheel, and as the second constraint, for example, a target slip speed as the first constraint. Other target slip speeds with smaller absolute values can be used.

Another vehicle control method according to the present invention includes:
A drive source including at least an electric motor and capable of outputting power to an axle connected to driving wheels; an electric storage means capable of exchanging electric power with the electric motor; and a first control mode as an electric motor control mode which is a control mode of the electric motor And a motor control mode setting means for setting either the second control mode or the second control mode inferior in control accuracy compared to the first control mode,
When the first control mode is set as the motor control mode, the required driving force required for traveling is limited using the first constraint, and the power based on the limited required driving force is applied to the axle. When the first control mode is set as the motor control mode, the power output to the axle tends to be suppressed more than the first constraint. Limiting the required driving force using a second constraint and controlling the driving source so that power based on the limited required driving force is output to the axle;
Is included.

  According to this method, even when the second motor control mode, which is inferior in control accuracy as compared with the first motor control mode, is set, the drive wheel state is between the slip state and the grip state. Sudden changes can be satisfactorily suppressed, so that overdischarge of the power storage means due to slippage due to idling of the drive wheels can be suppressed.

  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. Motor MG1 capable of generating power, reduction gear 35 attached to ring gear shaft 32a as an axle connected to power distribution and integration mechanism 30, and mechanically connected to ring gear shaft 32a via reduction gear 35 A motor MG2, 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, and an electronic control unit for hybrid (hereinafter referred to as “brake unit”). 70) and the like.

  The engine 22 is an internal combustion engine that outputs power by being supplied with hydrocarbon fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as “engine ECU”) 24 performs fuel injection amount, ignition timing, 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 arranged 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 rotating elements. The crankshaft 26 of the engine 22 is connected to the carrier 34 as the engine side rotation element, the motor MG1 is connected to the sun gear 31, and the 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 drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

  Each of the motors MG1 and MG2 is configured as a known synchronous generator motor that operates as a generator and can operate as a motor, and exchanges power with the battery 50 that is a secondary battery via inverters 41 and 42. . 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 communicates with the hybrid ECU 70, and controls the drive of the motors MG1 and MG2 based on a control signal from the hybrid ECU 70 and transmits data related to the operation state of the motors MG1 and MG2 to the hybrid ECU 70 as necessary. Output.

  Here, the motor ECU 40 of the embodiment performs switching control of the inverters 41 and 42 under a plurality of control modes (motor control modes) according to the rotation speed and the output torque of the motors MG1 and MG2. That is, in the embodiment, a control mode setting map for controlling the motors MG1 and MG2 as shown in FIG. 2 is prepared in advance, and the motor ECU 40 has a rotational speed and torque according to the control mode setting map. A sine wave control mode with a modulation factor of 1 or less in order from the smallest area (a mode in which a sinusoidal output voltage command value is generated and converted into a PWM signal with an amplitude less than or equal to the amplitude of the triangular wave in PWM control by triangular wave comparison), modulation Overmodulation control mode in which the rate exceeds the value 1 (mode in which a sinusoidal output voltage command value is generated with an amplitude exceeding the amplitude of the triangular wave and converted into a PWM signal), under the rectangular wave control mode by the rectangular wave signal Switching control of the inverters 41 and 42 is performed. As described above, by using the sine wave control mode in the low rotation low torque region, it is possible to control the motors MG1 and MG2 with high responsiveness and to obtain smooth rotation even in the low rotation region. The control accuracy (control responsiveness) of the motors MG1 and MG2 deteriorates in the order of the sine wave control mode, overmodulation control mode, and rectangular wave control mode. By using the mode, it is possible to improve the voltage utilization factor of the DC power supply and improve the output in the high rotation range, and to suppress the occurrence of copper loss and switching loss and improve the energy efficiency. When the motor ECU 40 controls the motor MG1 (inverter 41) under the sine wave control mode, the motor ECU 40 sets a predetermined motor control mode flag Fm1 to a value 0, and sets the motor MG1 under the overmodulation wave control mode. When the motor control mode flag Fm1 is controlled, the motor control mode flag Fm1 is set to the value 1, and when the motor MG1 is controlled under the rectangular wave control mode, the motor control mode flag Fm1 is set to the value 2. Further, when the motor ECU 40 controls the motor MG2 (inverter 42) under the sine wave control mode, the motor ECU 40 sets a predetermined motor control mode flag Fm2 to a value 0, and sets the motor MG2 under the overmodulation wave control mode. When the motor control mode flag Fm2 is controlled, the motor control mode flag Fm2 is set to the value 1, and when the motor MG2 is controlled under the rectangular wave control mode, the motor control mode flag Fm2 is set to the value 2.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, a battery voltage 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. The charging / discharging current from the current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. 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. Further, in order to manage the battery 50, the battery ECU 52 calculates the remaining capacity SOC based on the integrated value of the charging / discharging current detected by the current sensor, 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 brake unit 90 is provided for the master cylinder 91, the fluid pressure (hydraulic) brake actuator 92, the drive wheels 39a and 39b, and the rolling wheels (not shown), and supports the brake discs attached to the wheels. A wheel cylinder pressure sensor (not shown) that detects a hydraulic pressure (wheel cylinder pressure) of the corresponding wheel cylinder provided for each of the wheel cylinders 93a to 93d and the wheel cylinders 93a to 93d for driving a brake pad capable of applying a friction braking force to the wheel. , 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. It has a stroke simulator that creates reaction force. The brake ECU 95 also detects a master cylinder pressure from a master cylinder pressure sensor (not shown) that detects the master cylinder pressure via a signal line (not shown), a wheel cylinder pressure from the wheel cylinder pressure sensor, and wheels of the drive wheels 39a and 39b. Wheel speeds Vwa, Vwb, Vwc and Vwd from wheel speed sensors 89a and 89b for detecting speeds Vwa and Vwb, wheel speed sensors 89c and 89d for detecting wheel speeds Vwc and Vwd of rolling wheels (not shown), steering angle sensors (not shown) The steering angle and the like are input, and various signals are exchanged by communication with the hybrid ECU 70 and the like. Then, the brake ECU 95 has a friction braking torque corresponding to the share of the braking unit 90 among the braking torque to be applied to the hybrid vehicle 20 based on the brake pedal stroke BS indicating the depression amount of the brake pedal 85, the vehicle speed V, and the like. The brake actuator 92 is controlled so as to act on the drive wheels 39a and 39b and the rolling wheels. The brake ECU 95 can also control the brake actuator 92 so that the braking torque acts on the drive wheels 39a and 39b and the rolling wheels regardless of the depression operation of the brake pedal 85 by the driver.

  In addition, the brake ECU 95 slips when one of the so-called antilock control (ABS) and the drive wheels 39a and 39b slips on the basis of various input signals in order to ensure the stability when the drive wheels slip or the vehicle slips. It is also possible to execute traction control (TRC) that suppresses the vehicle, vehicle stabilization control (VSC) that stably maintains the posture of the vehicle during turning, and the like. Here, when executing the VSC and the like, the brake ECU 95 of the embodiment integrates vehicle motion integration that integrates control of the brake actuator 92, control of driving force, and steering control instead of individually controlling the brake actuator 92 and the like. Control (VDIM: Vehicle Dynamics Integrated Management) is executed. In addition, the brake ECU 95 according to the embodiment executes the vehicle motion integrated control such as VSC by the brake ECU 95 based on the fact that some drivers who are skilled in driving do not like driving support from the vehicle side. A VDIM release switch 88 that can be canceled is connected. By operating the VDIM release switch 88, execution of the vehicle motion integrated control by the brake ECU 95 can be canceled. Therefore, when the VDIM release switch 88 is not operated and the vehicle motion integrated control is to be executed, the brake ECU 95 determines the target vehicle behavior and the actual vehicle based on signals from a G sensor, a yaw rate sensor, etc. (not shown). The state quantity is calculated, and the command value to the brake actuator 92, the driving force command to the hybrid electronic control unit 70, the steering correction amount to the steering ECU, etc. are set based on the calculated target vehicle behavior and the vehicle state quantity. To do.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 72. . The hybrid ECU 70 detects the ignition signal from the ignition switch (start switch) 80, the shift position SP from the shift position sensor 82 that detects 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 of the brake pedal 85, for example, the detected value of the rotational position detection sensor 44 or the ring gear shaft 32a as an axle. The vehicle speed V from the vehicle speed sensor 87 that acquires the vehicle speed V based on the rotational speed Nr, the wheel speeds Vwa to Vwd from the wheel speed sensors 89a to 89d, and the like are input via the input port. As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, the brake ECU 95, and the like via a communication port, and various control signals are transmitted to the engine ECU 24, the motor ECU 40, the battery ECU 52, the brake ECU 95, and the like. And exchanging data.

  In the hybrid vehicle 20 of the embodiment configured as described above, the required torque to be output to the ring gear shaft 32a as the axle based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. And the engine 22, the motor MG1, and the motor MG2 are controlled so that torque based on the required torque 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 torque is output from the engine 22, and all of the power output from the engine 22 is a power distribution integration mechanism. 30, the torque conversion operation mode in which the motors MG 1 and MG 2 are driven and controlled so that the torque is converted by the motor MG 1 and the motor MG 2 and output to the ring gear shaft 32 a, and the sum of the required torque and the power required for charging and discharging the battery 50 The engine 22 is operated and controlled so that power corresponding to the 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 performed by the power distribution and integration mechanism 30 and the motor MG1. Torque according to the required torque with torque conversion by the motor MG2. Charge / discharge operation mode in which the motors MG1 and MG2 are driven and controlled so that the power is output to the ring gear shaft 32a, and operation control is performed so that the engine 22 is stopped and power corresponding to the required torque is output from the motor MG2 to the ring gear shaft 32a. There are motor operation modes.

  In the hybrid vehicle 20 of the embodiment, as described above, when the driver operates the VDIM release switch 88, execution of vehicle motion integrated control such as TRC and VSC by the brake ECU 95 is canceled. However, even if the VDIM release switch 88 is operated at the driver's will and the execution of the vehicle motion integrated control is cancelled, it is preferable to appropriately suppress slipping due to idling of the drive wheels 39a and 39b. For this reason, in the hybrid vehicle 20 of the embodiment, even if the VDIM release switch 88 is operated, the engine ECU 24 is controlled so that slippage due to idling of the drive wheels 39a and 39b is suppressed under the overall control of the hybrid ECU 70. Thus, the engine 22 is controlled, and the motor ECU 40 controls the motors MG1 and MG2.

  Therefore, next, an operation when the hybrid vehicle 20 travels in the forward direction in a state where the VDIM release switch 88 is operated and the execution of the vehicle motion integrated control is canceled will be described. FIG. 3 shows an example of a VDIM release drive control routine executed by the hybrid ECU 70 every predetermined time (for example, every several msec) when the VDIM release switch 88 is operated to cancel the execution of the vehicle motion integrated control. It is a flowchart which shows.

  At the start of the VDIM release drive control routine of FIG. 3, 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 estimated vehicle speed Ve, and the drive wheels 39a and 39b. The wheel speeds Vwa and Vwb, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, the charge / discharge required power Pb * of the battery 50, the input / output limits Win and Wout, and the values of the motor control mode flags Fm1 and Fm2 An input process is executed (step S100). Here, the estimated vehicle body speed Ve is separately calculated by the hybrid ECU 70 based on the wheel speeds Vwa to Vwd detected by the wheel speed sensors 89a to 89d. For example, the estimated vehicle speed Ve is an average of the wheel speeds Vwc and Vwd of the rolling wheels. The value or the second value from the bottom of the wheel speeds Vwa to Vwd can be used as the estimated body vehicle speed Ve. Further, the values of the rotational speeds Nm1, Nm2 of the motors MG1, MG2 and the values of the motor control mode flags Fm1, Fm2 are input from the motor ECU 40 by communication. Further, the charge / discharge required power Pb * and the input / output limits Win and Wout of the battery 50 are input from the battery ECU 52 by communication. After the data input process in step S100, the slip speed Vslip of the drive wheels 39a and 39b is calculated based on the input estimated vehicle speed Ve and the wheel speeds Vwa and Vwb of the drive wheels (step S110). In step S110 of the embodiment, the value obtained by subtracting the estimated vehicle speed Ve from the product of the average value of the wheel speeds Vwa and Vwb of the drive wheels and the coefficient γ for converting them to the ground speed is the slip of the drive wheels 39a and 39b. It is obtained as the speed Vslip.

  Next, the values of the motor control mode flags Fm1 and Fm2 input in step S100 are checked to determine whether at least one of the motors MG1 and MG2 is controlled under the rectangular wave control mode (step S120). If both motor control mode flags Fm1 and Fm2 are not value 2 and both motors MG1 and MG2 are not controlled under the rectangular wave control mode, further check the values of motor control mode flags Fm1 and Fm2, It is determined whether at least one of motors MG1 and MG2 is controlled under the overmodulation control mode (step S130). When both the motor control mode flags Fm1 and Fm2 are not 1 and both the motors MG1 and MG2 are not controlled under the overmodulation control mode, that is, both the motors MG1 and MG2 are in the sine wave control mode. The target slip speed Vslip *, which is the slip speed allowed for the drive wheels 39a and 39b, is set to a predetermined value V1 (a positive value during forward travel) determined in advance through experiment and analysis. (Step S140). If it is determined in step S120 that at least one of the motor control mode flags Fm1 and Fm2 is 0 and at least one of the motors MG1 and MG2 is controlled under the rectangular wave control mode. Then, the target slip speed Vslip * of the drive wheels 39a and 39b is set to a predetermined value V2 (a positive value during forward travel) that is determined in advance through experiments and analysis as a value smaller than the value V1 (absolute value is small) ( Step S150). Further, when it is determined in step S130 that at least one of the motor control mode flags Fm1 and Fm2 is a value 1 and at least one of the motors MG1 and MG2 is controlled under the overmodulation control mode. Then, the target slip speed Vslip * of the drive wheels 39a and 39b is set to a predetermined value V3 (a positive value during forward travel) that has been previously determined through experiments and analysis as a value smaller than the value V1 (small absolute value) ( Step S160).

  If the target slip speed Vslip * is thus set in step S140, S150 or S160, the slip speed deviation ΔVslip is calculated by subtracting the target slip speed Vslip * from the slip speed Vslip set in step S110 (step S170). ), A torque limiting coefficient α is set based on the calculated slip speed deviation ΔVslip (step S180). In the embodiment, the relationship between the slip speed deviation ΔVslip and the torque limit coefficient α that prevents the slip speed Vslip from exceeding the target slip speed Vslip * is experimentally determined in advance and stored in the ROM 74 as a torque limit coefficient setting map. In step S180, the torque limiting coefficient α corresponding to the given slip speed deviation ΔVslip is derived and set from the map. FIG. 4 shows an example of a torque limit coefficient setting map. The torque limit coefficient setting map of FIG. 4 sets the torque limit coefficient α to the value 1 when the slip speed deviation ΔVslip is less than the negative predetermined value V0, and the slip speed deviation when the slip speed deviation ΔVslip is equal to or greater than the predetermined value V0. The torque limit coefficient α is set to a predetermined value α1 when ΔVslip is 0, and is set so as to gradually decrease from the value 1 toward the value 0 as the slip speed deviation ΔVslip increases. In the embodiment, the predetermined value V0 is determined such that the absolute value is smaller than the predetermined values V2 and V3. Thus, when both of the drive wheels 39a and 39b are completely gripped, the slip speed deviation ΔVslip is smaller than the value V0, so that the torque limiting coefficient α is set to the value 1.

  Subsequently, the required torque Tr * to be output to the ring gear shaft 32a as the axle connected to the drive wheels 39a, 39b based on the accelerator opening Acc, the vehicle speed V, and the torque limiting coefficient α set in step S180. In addition to setting, the required power P * required for the entire vehicle is set (step S190). In the embodiment, since the VDIM release switch 88 is not operated, the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr * is predetermined as illustrated in FIG. 5 and stored in the ROM 74 as a required torque setting map. It is remembered. In step S190, a value obtained by multiplying the value derived from the required torque setting map corresponding to the accelerator opening Acc and the vehicle speed V by the torque limiting coefficient α set in step S180 is obtained. It is set as the required torque Tr *. As a result, in the hybrid vehicle 20 of the embodiment, the required torque Tr * when the VDIM release switch 88 is operated and the execution of the vehicle motion integrated control is cancelled is the slip speed Vslip calculated in step S110 and the electric motor. The required torque that is normally set (when the VDIM release switch 88 is not operated) is limited using a torque limit coefficient α that is a restriction based on the target slip speed Vslip * set according to the control mode. . By setting the required torque Tr * in this way, as the slip speed deviation ΔVslip (= Vslip−Vslip *) is larger, the torque output to the drive wheels 39a and 39b via the ring gear shaft 32a is reduced to reduce the slip speed Vslip. Can be prevented from exceeding the target slip speed Vslip *. In the embodiment, the required power P * is calculated as the sum of the set required torque Tr * 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 can also 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. . If the required power P * is set, it is determined whether or not the engine 22 is stopped (step S200). If the engine 22 is operating, the required power P * is output so that the engine 22 outputs the required power P *. Based on the above, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S210). 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 P *. FIG. 6 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 P * (Ne * × Te *) is constant. .

  When the target rotational speed Ne * and the target torque Te * of the engine 22 are thus set, the target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a set in step S210, and the power distribution and integration mechanism The target rotational speed Nm1 * of the motor MG1 is calculated according to the following equation (1) using the gear ratio ρ of 30 (the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32), and the calculated target rotational speed Nm1 * Calculation of the following equation (2) based on the current rotational speed Nm1 is executed to set a torque command Tm1 * for the motor MG1 (step S220). Here, Expression (1) is a dynamic relational expression regarding the rotating elements of the power distribution and integration mechanism 30. Further, FIG. 7 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. Further, two thick arrows on the R axis indicate that the torque acting on the ring gear shaft 32a by this torque output when the torque Tm1 is output from the motor MG1 and the torque Tm2 output from the motor MG2 via the reduction gear 35. The torque acting on the ring gear shaft 32a is shown. Expression (1) 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 (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 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) (1)
Tm1 * =-ρ / (1 + ρ) ・ Te * + k1 ・ (Nm1 * -Nm1) + k2 ・ ∫ (Nm1 * -Nm1) dt (2)

  If the torque command Tm1 * of the motor MG1 is set in step S220, the product of the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * of the motor MG1 and the current rotation speed Nm1 of the motor MG1 The torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 are expressed by the following equations (3 ) And the following equation (4) (step S230). Further, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 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 is expressed by the following formula ( 5) (step S240), and the torque command Tm2 * of the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with the torque limits Tmin and Tmax calculated in step S230 (step S250). By setting the torque command Tm2 * of the motor MG2 in this way, the torque output to the ring gear shaft 32a as the axle can be set to a value limited within the range of the input / output limits Win and Wout of the battery 50. . Equation (5) 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 the torque commands Tm1 * and Tm2 * of 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 S260), and the processes after step S100 are 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 *. Upon receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 drives the motor MG1 in accordance with the torque command Tm1 * under the set motor control mode, that is, the sine wave control mode, overmodulation control mode, or rectangular wave control mode. At the same time, switching control of the switching elements of the inverters 41 and 42 is performed so that the motor MG2 is driven in accordance with the torque command Tm2 *. If it is determined in step S200 that the engine 22 is stopped, the target rotational speed Ne * and the target torque Tr * of the engine 22 are set to 0 and a torque command Tm1 * for the motor MG1 is set. After setting the value to 0 (step S270), the processing after step S230 is executed. In this case, since the engine 22 is stopped, the motor MG2 is controlled so as to output a torque based on the required torque Tr * limited by the torque limit coefficient α.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  Thus, in the hybrid vehicle 20 of the embodiment, when the VDIM release switch 88 is operated to cancel the execution of the vehicle motion integrated control, the target slip speed Vslip * corresponding to the motor control mode is set (step) S140, S150 or S160), the required torque Tr * limited by the torque limit coefficient α determined from the slip speed Vslip and the target slip speed Vslip * based on the estimated vehicle speed Ve and the wheel speeds Vwa and Vwb of the drive wheels 39a and 39b. The engine 22 and the motors MG1, MG2 are controlled so that the torque based on is output to the ring gear shaft 32a as the axle (steps S170 to S270). In the above embodiment, when the rectangular wave control mode or the overmodulation control mode, which is inferior in control accuracy compared to the sine wave control mode, is set, the target slip speed Vslip is set compared to when the sine wave control mode is set. Since * is set to be small (the absolute value is small), the allowable slip range due to idling of the drive wheels 39a and 39b is narrowed, and the required torque Tr * is limited (small) compared to when the sine wave control mode is set. Slip due to idling of the drive wheels 39a and 39b is further suppressed. When the hybrid vehicle 20 is running in reverse, if both the motors MG1 and MG2 are controlled under the sine wave control mode, the target slip speed Vslip * is set to a negative predetermined value V1 ′, and the motors MG1 and MG2 are set. Is controlled under the rectangular wave control mode, the target slip speed Vslip * is set to a negative predetermined value V2 ′ larger than the predetermined value V1 ′ (small absolute value), and the motor MG1 If at least one of MG2 and MG2 is controlled under the overmodulation control mode, the target slip speed Vslip * is set to a negative predetermined value V3 ′ larger than the predetermined value V1 ′ (small absolute value). As in forward travel, slippage due to idling of the drive wheels 39a and 39b is satisfactorily suppressed regardless of which motor control mode is set. Door can be.

  As described above, in the hybrid vehicle 20 of the embodiment, the motor control mode that is the control mode of the motors MG1 and MG2 included in the drive source is selected from the sine wave control mode, the overmodulation control mode, and the rectangular wave control mode. Any one of them can be set, and is set when the VDIM release switch 88 is operated and the execution of the vehicle motion integrated control (slip suppression control using the friction braking means) by the brake ECU 95 is canceled. The target slip speed Vslip * that defines the allowable range of the slip speed Vslip indicating the degree of slip due to the idling of the drive wheels 39a and 39b corresponding to the motor control mode being set is set (steps S140, S150, or S160). Then, the engine 22 and the motors MG1 and MG2 serving as the drive source are accompanied by the drive control of the motors MG1 and MG2 under the set motor control mode, and the estimated vehicle speed Ve and the wheel speeds Vwa of the drive wheels, Control is performed so that the slip speed Vslip acquired based on Vwb falls within the set allowable range, that is, does not exceed the target slip speed Vslip * (steps S170 to S270). As described above, the target slip speed Vslip * that defines the allowable range of the slip speed Vslip is set to correspond to the motor control mode selected from the sine wave control mode, the overmodulation control mode, and the rectangular wave control mode. In this case, it is more appropriate to switch the allowable range of the slip speed (target slip speed Vslip *) according to the change in the motor control mode, that is, considering the control accuracy (control responsiveness) of the motor for each motor control mode. It becomes possible to set the target slip speed Vslip *. Therefore, in the hybrid vehicle 20, the engine 22 and the motors MG1 and MG2 are controlled so that the slip speed Vslip is within the allowable range regardless of the control mode of the electric motor control mode. Can be prevented from suddenly changing between the slip state and the grip state, thereby suppressing overdischarge and overcharge of the battery 50 due to slippage due to idling of the drive wheels 39a, 39b.

  Further, as in the above embodiment, the target slip speed Vslip * of the drive wheels 39a and 39b corresponding to the set motor control mode is set, and the slip speed Vslip and the target slip speed Vslip calculated in step S110 are set. The torque request coefficient Tr * as a restriction based on * is used to limit the originally required torque Tr *, and torque based on the limited request torque Tr * is output to the ring gear shaft 32a connected to the drive wheels 39a and 39b. If the engine 22 and the motors MG1 and MG2 are controlled as described above, the drive wheels 39a and 39b are in the slip state so that the slip speed Vslip is within the allowable range, that is, the target slip speed Vslip * is not exceeded. It is possible to suppress the sudden change between the grip state and The ability. Further, when the rectangular wave control mode and the overmodulation control mode are set as the motor control mode, compared to when the sine wave control mode capable of controlling the motors MG1 and MG2 more accurately than these control modes is set. If the absolute value of the target slip speed Vslip * is set to a small value, even if the rectangular wave control mode or the overmodulation control mode, which is inferior in control accuracy compared to the sine wave control mode, is set, the drive wheels 39a, It is possible to satisfactorily suppress a sudden change in the state of 39b between the slip state and the grip state.

  Note that the target slip speed Vslip * may be set so as to change according to a parameter such as the estimated vehicle speed Ve, for example, instead of being set as a constant value for each motor control mode as in the above embodiment. . Further, the slip speed Vslip may be calculated using the vehicle speed V acquired by the vehicle speed sensor 87 instead of the estimated vehicle speed Ve. Further, in the hybrid vehicle 20, 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, for example, there may be employed a transmission that has two shift stages of Hi and Lo, or three or more shift stages, and changes the rotational speed of the motor MG2 and transmits it to the ring gear shaft 32a.

  Further, the present invention is connected to an axle (wheels 39c and 39d in FIG. 8) different from the ring gear shaft 32a (the axle to which the drive wheels 39a and 39b are connected) like the hybrid vehicle 120 according to the modification shown in FIG. May be applied to a vehicle including a third motor (synchronous generator motor) MG3 capable of inputting / outputting power to / from the vehicle axle. In such a hybrid vehicle 120, for example, when all of the motors MG1, MG2, and MG3 are controlled under the sine wave control mode, the target slip speed Vslip * is set to a predetermined value V1, and the motor MG1 , MG2 and MG3 are controlled under the rectangular wave control mode, the target slip speed Vslip * is set to a predetermined value V2 having an absolute value smaller than the value V1, and the motors MG1, MG2 When at least one of MG3 is controlled under the overmodulation control mode, the target slip speed Vslip * may be set to a predetermined value V3 having an absolute value smaller than the value V1. Furthermore, the present invention may be applied to the hybrid vehicle 120 according to the modification shown in FIG. 8 in which the motor MG2 is omitted. Further, the present invention provides an inner rotor 232 connected to the crankshaft of the engine 22 and an outer rotor connected to an axle connected to the drive wheels 39a and 39b, such as a hybrid vehicle 220 according to the modification shown in FIG. 234, and may be applied to a motor equipped with 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. In addition, it goes without saying that the present invention can be applied to an electric vehicle including an electric motor capable of inputting / outputting power to / from an axle.

  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 embodiment, the battery 50 capable of exchanging electric power with the motors MG1 and MG2 corresponds to the “power storage means”, and the hybrid ECU 70 or the vehicle speed sensor 87 for calculating the estimated vehicle speed Ve is the “vehicle speed acquisition means”. The wheel speed sensors 89a and 89b correspond to “wheel speed acquisition means”, and the hybrid ECU 70 that calculates the slip speed Vslip indicating the degree of slip due to the idling of the drive wheels 39a and 39b by executing the process of step S170. Corresponding to “slip speed acquisition means”, a motor ECU 40 that sets any one of a rectangular wave control mode, an overmodulation control mode, and a sine wave control mode as an electric motor control mode that is a control mode of the motors MG1 and MG2. It corresponds to “motor control mode setting means” and steps S120 to S The hybrid ECU 70 for setting the allowable slip speed range corresponding to the motor control mode set by executing the process 60, that is, the target slip speed Vslip * corresponds to the “slip allowable range setting means”, and the set electric motor A hybrid ECU 70, an engine ECU 24, and a motor ECU 40 that control the engine 22 and the motors MG1, MG2 so that the slip speed Vslip is within a set allowable range with drive control of the motors MG1, MG2 under the control mode. This combination corresponds to “control means”. The engine 22 that can output power to the ring gear shaft 32a corresponds to an “internal combustion engine”, the motor MG1 corresponds to “first electric motor”, and the motor MG2 that can output power to the ring gear shaft 32a corresponds to “second”. The motor MG1, the power distribution and integration mechanism 30 and the counter-rotor motor 230 correspond to “power power input / output means”, and the motor MG1 and the counter-rotor motor 230 correspond to “power generation motor”. The distribution integration mechanism 30 corresponds to “three-axis power input / output means”.

  However, 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 electric motor. The “vehicle speed acquisition means” may be of any type as long as it can acquire the vehicle speed, and the “wheel speed acquisition means” can acquire the wheel speed that is the rotational speed of the driving wheel. Any format may be used. The “slip speed acquisition means” may be of any type as long as it acquires a slip speed indicating the degree of slip due to idling of the drive wheel based on the acquired vehicle speed and the acquired wheel speed. Absent. The “motor control mode setting means” is of any type other than the motor ECU 40 as long as any one of a plurality of control modes is set as a motor control mode that is a motor control mode. It doesn't matter. The “slip allowable range setting means” may be of any type as long as it sets the allowable range of the slip speed corresponding to the set motor control mode. As long as the “control means” controls the drive source so that the slip speed falls within the allowable range with the drive control of the electric motor under the set electric motor control mode, the hybrid ECU 70 and the engine ECU 24 can be used. Any type other than the combination of the motor ECU 40 and the motor ECU 40 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 “motor” is not limited to the synchronous generator motor such as the motors MG1, MG2, and MG3, and may be any other type such as an induction motor. 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.

  The present invention can be used in the vehicle manufacturing industry.

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 control mode setting for controlling motor MG1 and MG2. 7 is a flowchart illustrating an example of a VDIM release drive control routine that is executed by the hybrid ECU when the VDIM release switch 88 is operated to cancel the execution of the vehicle motion integrated control. It is explanatory drawing which shows an example of the map for torque limitation coefficient setting. 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 *. 4 is an explanatory diagram illustrating a collinear diagram illustrating a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30. FIG. It is a schematic block diagram of the hybrid vehicle 120 which concerns on a modification. FIG. 10 is a schematic configuration diagram of a hybrid vehicle 220 according to another modification.

Explanation of symbols

  20, 120, 220 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, 39b drive wheel, 39c, 39d 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, 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, 88 VDIM release switch, 89a-89d wheel speed sensor, 90 brake Unit, 91 master cylinder, 92 brake actuator, 93a to 93d wheel cylinder, 95 brake ECU, 230 rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2, MG3 motor.

Claims (9)

A vehicle having a drive source including at least an electric motor and capable of outputting power to an axle connected to a drive wheel;
Power storage means capable of exchanging power with the motor;
Vehicle speed acquisition means for acquiring the vehicle speed;
Wheel speed acquisition means for acquiring a wheel speed that is a rotational speed of the drive wheel;
Slip speed acquisition means for acquiring a slip speed indicating a degree of slip due to idling of the drive wheel based on the acquired vehicle speed and the acquired wheel speed;
Motor control mode setting means for setting any one of a plurality of control modes as a motor control mode that is a control mode of the motor;
Slip allowable range setting means for setting an allowable range of the slip speed corresponding to the set motor control mode;
Control means for controlling the drive source so that the acquired slip speed is within the set allowable range with drive control of the motor under the set motor control mode;
A vehicle comprising: The vehicle according to claim 1,
The slip allowable range setting means sets a target slip speed that is a slip speed allowed for the drive wheel corresponding to the set motor control mode,
The control means limits the required driving force required for traveling using a constraint based on the acquired slip speed and the set target slip speed, and the power based on the limited required driving force is A vehicle that controls the drive source so as to be output to the axle. The vehicle according to claim 2, wherein
The electric motor control mode setting means can set either the first electric motor control mode or the second electric motor control mode inferior in control accuracy as compared with the first electric motor control mode as the electric motor control mode. Yes,
The target slip speed setting means sets the absolute value of the target slip speed to be smaller when the second motor control mode is set than when the first motor control mode is set. The vehicle according to claim 3, wherein
The motor control mode setting means can set any one of a rectangular wave control mode, an overmodulation control mode and a sine wave control mode as the motor control mode,
The target slip speed setting means sets the absolute value of the target slip speed to be smaller when the rectangular wave control mode is set than when the sine wave control mode is set, and the overmodulation control A vehicle in which the absolute value of the target slip speed is set smaller when the mode is set than when the sine wave control mode is set. In the vehicle according to any one of claims 1 to 4,
The drive source is
An internal combustion engine;
A first electric motor capable of inputting and outputting power and connected to the axle and the engine shaft of the internal combustion engine, and at least a part of the power of the internal combustion engine is input to the axle side with input and output of electric power and power Power power input / output means capable of outputting to
A vehicle including the axle or a second electric motor capable of outputting at least power to another axle different from the axle.   The power drive input / output means is connected to three shafts of the axle, the engine shaft of the internal combustion engine, and the rotation shaft of the first electric motor, and is input / output to any two of these three shafts. 6. The vehicle according to claim 5, further comprising three-axis power input / output means for inputting / outputting power based on power to / from the remaining shafts. A vehicle control method comprising a drive source including at least an electric motor and capable of outputting power to an axle connected to drive wheels, and an electric storage means capable of exchanging electric power with the electric motor,
(A) obtaining a slip speed indicating a degree of slip due to idling of the drive wheel based on a vehicle speed of the vehicle and a wheel speed of the drive wheel;
Slip speed acquisition means;
(B) slip allowable range setting means for setting an allowable range of the slip speed corresponding to an electric motor control mode set as a control mode of the electric motor from a plurality of control modes;
(C) With the drive control of the electric motor under the set electric motor control mode, the slip speed acquired in step (a) falls within the allowable range set in step (b). Controlling the drive source as follows:
A method for controlling a vehicle including: A vehicle having a drive source including at least an electric motor and capable of outputting power to an axle connected to a drive wheel;
Power storage means capable of exchanging power with the motor;
Motor control mode setting means for setting either the first control mode or the second control mode inferior in control accuracy as compared with the first control mode as the motor control mode that is the control mode of the motor;
When the first control mode is set as the motor control mode, the required driving force required for traveling is limited using the first constraint, and the power based on the limited required driving force is applied to the axle. When the first control mode is set as the motor control mode, the power output to the axle tends to be suppressed more than the first constraint. Control means for controlling the drive source so as to limit the required drive force using a second constraint and to output power based on the limited required drive force to the axle;
A vehicle comprising: A drive source that includes at least an electric motor and can output power to an axle connected to driving wheels, an electric storage means that can exchange electric power with the electric motor, and a first control mode as an electric motor control mode that is a control mode of the electric motor And a motor control mode setting means for setting either the second control mode or the second control mode inferior in control accuracy compared to the first control mode,
When the first control mode is set as the motor control mode, the required driving force required for traveling is limited using the first constraint, and the power based on the limited required driving force is applied to the axle. When the first control mode is set as the motor control mode, the power output to the axle tends to be suppressed more than the first constraint. Limiting the required driving force using a second constraint and controlling the driving source so that power based on the limited required driving force is output to the axle;
A method for controlling a vehicle including:

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