JP2009303414A - Vehicle and control method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the protection of an energy accumulation means in switching the control mode of a motor. <P>SOLUTION: In a hybrid automobile 20, when an accelerator is turned off during travel and a control mode other than an over-modulation control mode is set, a torque command for a motor MG2 is set at a torque decrease rate of first change degree, if the voltage of a battery 50 is not within a predetermined lower limit range. Meanwhile, if the voltage of the battery 50 lies within the lower limit range, a torque command Tm2* of the motor MG2 is set, at a torque decrease rate of second change degree which is more gentle than the first change degree, and driving of the motor MG2 is controlled so that the set torque command Tm2* is outputted. Thus, in an over-modulation control mode having low flowability, a torque command changing degree of the motor MG2 is made gentler, to suppress a divergence between a current command, based on the torque command Tm2* of the motor MG2 and an actual current extracted from the battery 50. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle and a control method thereof.

2. Description of the Related Art Conventionally, a vehicle includes a motor that outputs power to a drive shaft and a battery that exchanges electric power with the motor. When the motor performs powering and increases a torque command (powering deceleration), the filter constant is minimized, When the torque command is negative (regenerative deceleration), the filter order constant is maximized to realize motor control that reduces shocks during torque changes without degrading acceleration / deceleration response as much as possible in accordance with multiple operation modes. The thing which can do is proposed (for example, refer patent document 1).
JP 2002-101893 A

  By the way, in the vehicle described in Patent Document 1, drive control may be performed in a plurality of control modes such as a rectangular wave control mode, a PWM control overmodulation control mode, and a sine wave control mode as a motor control mode. . In the case of switching a plurality of control modes in this way, for example, when driving the motor in a control mode having low followability with respect to a change in the current command of the torque command during powering deceleration, the current command based on the required power of the motor In some cases, the deviation from the actual current taken out from the battery becomes large, and it has been desired to further protect the battery.

  The present invention has been made in view of such a problem, and a main object of the present invention is to provide a vehicle and a control method thereof that can further protect the power storage means in switching the control mode of the electric motor.

  The present invention employs the following means in order to achieve at least a part of the above-described object.

The vehicle of the present invention
An electric motor that can input and output power to the drive shaft;
Power storage means capable of exchanging power with the motor;
At least including at least one of a plurality of control modes for controlling the electric motor including at least an overmodulation control mode, the accelerator being turned off during traveling, and a mode other than the overmodulation control mode being set as the control mode. In the first state, the required power of the electric motor required for the drive shaft is set with a first change degree, and at least the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode. Control means for setting the required power of the electric motor with a second change that is more gradual than the first change in two states, and for controlling the drive of the electric motor so that the set required power is output;
Is provided.

  In this vehicle, at least one of a plurality of control modes for controlling the electric motor including at least the overmodulation control mode is set, and the accelerator is turned off during traveling, and at least a mode other than the overmodulation control mode is set as the control mode. In the first state, the required power of the electric motor required for the drive shaft is set with the first change degree, and at least the second state includes that the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode. Then, the required power of the electric motor is set with a second change that is more gradual than the first change, and the drive control of the electric motor is performed so that the set required power is output. As described above, when the motor is driven and controlled in the overmodulation control mode in which the accelerator is turned off during traveling and the followability with respect to the change in the current command is low, the change in the required power of the motor is moderated to reduce the demand of the motor. The divergence between the current command based on the power and the actual current brought out from the power storage means is suppressed. As described above, since it is possible to suppress the lowering of the lower limit voltage value at which the power storage means may be deteriorated, it is possible to further protect the power storage means when switching the control mode of the electric motor.

  In the vehicle of the present invention, when the voltage of the power storage means is not within a predetermined lower limit range, the control means sets the required power of the electric motor with the first change degree, the accelerator is turned off during traveling, and the control means Means for setting the required power of the motor with the degree of the second change when the overmodulation control mode is set to the control mode and the voltage of the power storage means is in the second state within the lower limit range. It is good. In this way, since the drive control of the motor is performed with the second change degree when the voltage of the power storage means also satisfies the condition within the predetermined lower limit range, the accelerator generated when the motor is controlled with the second change degree It is possible to further suppress the delay in reducing the power of the motor when the motor is off and further protect the power storage means. Here, the “predetermined lower limit range of the voltage of the power storage means” is, for example, a predetermined deterioration voltage threshold that may cause deterioration of the power storage means when the motor is controlled with the first change degree in the second state. It may be determined empirically within a range where the voltage of the power storage means does not drop. At this time, the control means is accelerator-off during travel and the first or second change degree set when the over-modulation control mode is set to the control mode, the accelerator is off and the over-modulation control mode is set. It is good also as a means to hold | maintain over the period which is, and to set the request | requirement power of the said motor with the extent of this holding | maintenance. In this way, since the degree of change once set is continuously used over the period in which the accelerator is off and in the overmodulation control mode, it is not necessary to set the degree of change every time, and the processing can be simplified.

  In the vehicle of the present invention, the control means is a means for setting the required power of the electric motor with the second change degree that tends to become a larger change degree as the voltage of the power storage means is higher in the second state. It is good. In this way, the change in the required power of the motor is increased when there is a lower risk of a decrease in the voltage of the power storage means. Therefore, the delay in the reduction of the motor power when the accelerator is off is further suppressed and the power storage means is further protected. be able to.

Alternatively, the vehicle of the present invention
An electric motor that can input and output power to the drive shaft;
Power storage means capable of exchanging power with the motor;
The required power of the motor required for the drive shaft is set based on the accelerator opening, and one of a plurality of control modes for controlling the motor including at least an overmodulation control mode is set. In the first state including at least that the accelerator is turned off and the control mode other than the overmodulation control mode is set, drive control of the electric motor is performed so that the required power is output with a constant for the first feedback control. On the other hand, in the second state including at least that the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode, the second feedback control that performs correction larger than the constant for the first feedback control. Control means for performing drive control of the electric motor so that the required power is output with a constant for
May be provided.

  In this vehicle, the motor is driven so that the required power is output with a constant for the first feedback control in the first state including at least that the accelerator is turned off during traveling and the control mode other than the overmodulation control mode is set. On the other hand, the second feedback control that performs correction larger than the constant for the first feedback control in the second state including at least the accelerator off during traveling and setting the overmodulation control mode to the control mode. The drive control of the electric motor is performed so that the required power is output with the constants. Thus, when the motor is driven and controlled in the overmodulation control mode in which the accelerator is turned off during traveling and the followability is low with respect to the change in the current command, the feedback control constant is increased so as to perform a larger correction, The deviation between the current command based on the required power of the electric motor and the actual current brought out from the power storage means is suppressed. As described above, since it is possible to suppress the lowering of the lower limit voltage value at which the power storage means may be deteriorated, it is possible to further protect the power storage means when switching the control mode of the electric motor. In addition, since the required driving force is not changed, the delay in reducing the power of the motor when the accelerator is off can be further suppressed. Here, the “constant for feedback control” may be, for example, a coefficient of a proportional term of feedback control.

  In the vehicle of the present invention adopting a mode of switching a feedback control constant, the control means has the first feedback control constant when the voltage of the power storage means is not within a predetermined lower limit range. In the second state, the drive control of the electric motor is performed so as to be output, the accelerator is turned off during traveling, the overmodulation control mode is set to the control mode, and the voltage of the power storage means is within the lower limit range. In some cases, the electric motor drive control may be performed so that the required power is output with a constant for the second feedback control. In this way, since the drive control of the motor is performed with the constant for the second feedback control when the voltage of the power storage means also satisfies the condition within the predetermined lower limit range, the drive control of the motor is performed more stably and the power storage is performed. Means can be further protected. Here, the “predetermined lower limit range of the voltage of the power storage means” is, for example, a predetermined deterioration that may cause deterioration of the power storage means when the motor is controlled with the first feedback control constant in the second state. The voltage threshold value may be determined empirically within a range where the voltage of the power storage means does not fall below. At this time, the control means is accelerator-off during driving and the first or second feedback control constant set when the over-modulation control mode is set to the control mode is accelerator-off and the over-control constant is set. It is good also as a means to hold | maintain over the period which is a modulation control mode, and to perform drive control of the said motor with this hold | maintained control value. In this way, since the degree of change once set is continuously used over the period in which the accelerator is off and in the overmodulation control mode, it is not necessary to set the degree of change every time, and the processing can be simplified.

  In the vehicle of the present invention that adopts a mode for switching a feedback control constant, the control means has a second feedback control constant that tends to perform a larger correction as the voltage of the power storage means is lower in the second state. It is good also as a means to perform drive control of an electric motor. In this way, when the risk of a decrease in the voltage of the power storage means is higher, a greater correction is performed and the drive control of the motor is performed, so that the power storage means can be further protected.

  The vehicle of the present invention is connected to three axes of an internal combustion engine, a generator connected to the power storage means and capable of inputting / outputting power, the drive shaft, an output shaft of the internal combustion engine, and a rotating shaft of the generator. And a 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 the three axes.

The vehicle control method of the present invention includes:
A vehicle control method comprising: an electric motor capable of inputting / outputting power to / from a drive shaft; and an electric storage means capable of exchanging electric power with the electric motor,
At least including at least one of a plurality of control modes for controlling the electric motor including at least an overmodulation control mode, the accelerator being turned off during traveling, and a mode other than the overmodulation control mode being set as the control mode. In the first state, the required power of the electric motor required for the drive shaft is set with a first change degree, and at least the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode. In the two states, the required power of the motor is set with a second degree of change that is more gradual than the first change, and the drive control of the motor is performed so that the set required power is output.

  In this vehicle control method, one of a plurality of control modes for controlling an electric motor including at least an overmodulation control mode is set, and the accelerator is turned off during traveling to set a control mode other than the overmodulation control mode. In the first state including at least, the required power of the motor required for the drive shaft is set with the first change degree, while at least the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode. In the second state, the required power of the motor is set with a second change that is more gradual than the first change, and the drive control of the motor is performed so that the set required power is output. As described above, when the motor is driven and controlled in the overmodulation control mode in which the accelerator is turned off during traveling and the followability with respect to the change in the current command is low, the change in the required power of the motor is moderated to reduce the demand of the motor. The divergence between the current command based on the power and the actual current brought out from the power storage means is suppressed. As described above, since it is possible to suppress the lowering of the lower limit voltage value at which the power storage means may be deteriorated, it is possible to further protect the power storage means when switching the control mode of the electric motor. In this vehicle control method, various aspects of the vehicle described above may be adopted, and steps for realizing each function of the vehicle described above may be added.

Alternatively, the vehicle control method of the present invention includes:
A vehicle control method comprising: an electric motor capable of inputting / outputting power to / from a drive shaft; and an electric storage means capable of exchanging electric power with the electric motor,
The required power of the motor required for the drive shaft is set based on the accelerator opening, and one of a plurality of control modes for controlling the motor including at least an overmodulation control mode is set. In the first state including at least that the accelerator is turned off and the control mode other than the overmodulation control mode is set, drive control of the electric motor is performed so that the required power is output with a constant for the first feedback control. On the other hand, in the second state including at least that the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode, the second feedback control that performs correction larger than the constant for the first feedback control. The drive control of the electric motor may be performed so that the required power is output with a constant.

  In this vehicle control method, the requested power is output with a constant for the first feedback control in the first state at least including that the accelerator is turned off during traveling and the control mode other than the overmodulation control mode is set. In the second state that includes driving control of the electric motor while the accelerator is turned off during traveling and at least the overmodulation control mode is set to the control mode, a second correction that is larger than the constant for the first feedback control is performed. The drive of the motor is controlled so that the required power is output with the constant for feedback control. As described above, when the motor is driven and controlled in the overmodulation control mode in which the accelerator is turned off during traveling and the followability to the change in the current command is low, the constant for feedback control is increased so as to perform a large correction. The deviation between the current command based on the required power and the actual current taken out from the power storage means is suppressed. As described above, since it is possible to suppress the lowering of the lower limit voltage value at which the power storage means may be deteriorated, it is possible to further protect the power storage means when switching the control mode of the electric motor. In addition, since the required driving force is not changed, the delay in reducing the power of the motor when the accelerator is off can be further suppressed. In this vehicle control method, various aspects of the vehicle described above may be adopted, and steps for realizing each function of the vehicle described above may be added.

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

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

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

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 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 rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a via the gear mechanism 37 and the differential gear 38 to the drive wheels 39a and 39b of the vehicle.

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

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor 51 a installed between terminals of the battery 50, and a power line 54 connected to an output terminal of the battery 50. The charging / discharging current from the received current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input. Output to 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

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

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation of drive control will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control such as Nm2, input / output restrictions Win and Wout of the battery 50 is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The input / output limits Win and Wout of the battery 50 are set from the battery ECU 52 by communication from the battery temperature Tb of the battery 50 detected by the temperature sensor 51c and the remaining capacity (SOC) of the battery 50 by communication. To do. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S120). This setting is performed based on an operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 4 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S130). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 is 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 rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

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

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. 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 is expressed by the following equation (3). Further, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S140). Calculated by equation (5) (step S150), and with the calculated torque limits Tmin and Tmax Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the motor torque Tm2tmp (step S160). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 5 described above.

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

  When torque commands Tm1 *, Tm2 * for motors MG1, MG2 are set, control modes Cm1, Cm2 for motors MG1, MG2 are set based on torque commands Tm1 *, Tm2 and rotational speeds Nm1, Nm2 (step S170). Here, in the embodiment, the control mode is a sine wave control mode with a modulation factor of 1 or less (a sinusoidal output voltage command value is generated with an amplitude equal to or smaller than the amplitude of the triangular wave in the PWM control based on the triangular wave comparison to generate a PWM signal. Conversion), an overmodulation control mode in which the modulation factor exceeds a value 1 (a sinusoidal output voltage command value is generated with an amplitude exceeding the amplitude of the triangular wave and converted into a PWM signal), and a rectangular wave signal is used as the inverter 41, There is a rectangular wave control mode for switching 42, and either one is selected and set by a control mode determination map for determining the control mode based on the rotation speed and torque of the motors MG1 and MG2. An example of the control mode determination map is shown in FIG.

  When the control modes Cm1 and Cm2 of the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * and the control modes Cm1 and Cm2 of the motors MG1 and MG2 are transmitted. Is transmitted to the motor ECU 40 (step S180), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 * and the control modes Cm1, Cm2 of the motors MG1, MG2 drives the motor MG1 and the torque command Tm2 according to the torque command Tm1 * and the control mode Cm1 of the motor MG1. Switching control of the switching elements of the inverters 41 and 42 is performed so that the motor MG2 is driven according to * and the control mode Cm2 of the motor MG2. Thus, in the control of the motors MG1 and MG2, the torque fluctuation can be suppressed but the output efficiency is relatively low, the output efficiency is relatively low, but the output response in the medium speed range is relatively high. Control is performed by switching between a modulation control mode and a rectangular wave control mode with high output efficiency in a high speed region.

  Next, a motor control routine for controlling the motor MG2 will be described. Here, for convenience of explanation, a case will be described in which the hybrid vehicle 20 is accelerator-off in the motor traveling mode in which the operation of the engine 22 is stopped while traveling and decelerates through the overmodulation control mode. FIG. 7 is a flowchart showing an example of a motor control routine executed by a CPU (not shown) of the motor ECU 40. This routine is stored in a ROM (not shown) of the motor ECU 40 and is repeatedly executed every predetermined time (for example, every several msec).

  When this routine is executed, the CPU of the motor ECU 40 first outputs data necessary for control such as the motor control mode Cm2, the accelerator opening Acc from the accelerator pedal position sensor 84, the voltage Vb of the battery 50, and the torque command Tm2 *. Processing to input by communication from the hybrid electronic control unit 70 is executed (step S200). Next, it is determined whether or not the accelerator is off based on the accelerator opening Acc (step S210). When the accelerator is not off, the motor MG2 is driven according to the torque command Tm2 * and the control mode Cm2 of the motor MG2. Thus, the motor control for performing the switching control of the switching element of the inverter 42 is executed (step S220), and this routine is finished.

  On the other hand, when the accelerator is off in step S210, it is determined whether or not the control mode Cm2 of the motor MG2 is the overmodulation control mode (step S230), and when the control mode Cm2 of the motor MG2 is not the overmodulation control mode (step S230). In the first state, the torque reduction rate Rt of the motor MG2 is set to a predetermined value R1 (step S240). This predetermined value R1 can follow the command power value calculated based on the torque command Tm2 * when the control mode Cm2 of the motor MG2 is a mode other than the overmodulation control mode. This value is empirically determined to be a small value and a value at which the output from the motor MG2 can be reduced early. Subsequently, the torque command Tm2 * is reset using the set torque reduction rate Rt (step S250), motor control is executed in step S220, and this routine is terminated. The torque command Tm2 * is reset so as to decrease at the torque reduction rate Rt from the previously set torque command. The torque command Tm2 * may be reset using a predetermined value R1 of the torque reduction rate Rt that remains the value set in the drive control routine shown in FIG. Alternatively, when the hybrid vehicle 20 is in the first state, the torque command Tm2 * may not be reset.

  On the other hand, when the control mode Cm2 of the motor MG2 is the overmodulation control mode in step S230, it is determined based on the value of the previous accelerator opening Acc whether or not the accelerator off state is continuing (step S260). When the accelerator-off state is not continuing, that is, when the accelerator-off state is established, it is determined whether or not the voltage Vb of the battery 50 is in a range equal to or lower than a predetermined threshold value Vbref (step S270). The range below the threshold value Vbref of the battery 50 is that when the accelerator 50 is off, the motor MG2 is set to the overmodulation control mode, and the motor MG2 is controlled with the torque reduction rate Rt set to the predetermined value R1. The deterioration voltage threshold Vbl that may cause deterioration may be determined empirically within a range in which the voltage Vb of the battery 50 does not fall below. When the voltage Vb of the battery 50 is not in the range below the predetermined threshold Vbref, that is, when the accelerator is off, the motor MG2 is controlled in the overmodulation control mode and the voltage of the battery 50 exceeds the threshold Vbref. Is set to the predetermined value R1 in step S240, and based on the set torque reduction rate Rt and the input torque command Tm2 *, the torque command Tm2 * is set in step S250. Is reset, motor control is executed in step S220, and this routine is terminated. Thus, when the voltage Vb of the battery 50 is a relatively high value (a value at which the voltage Vb is less likely to fall below the deterioration voltage threshold Vbl), as in the control mode other than the overmodulation control mode of the motor MG2, The predetermined value R1 that reduces torque relatively quickly is set to the torque reduction rate Rt, and the motor MG2 is controlled.

  On the other hand, when the voltage Vb of the battery 50 is in the range below the predetermined threshold value Vbref in step S270, that is, when the accelerator is off, the motor MG2 is controlled in the overmodulation control mode and the voltage of the battery 50 is relatively low. When it is in the range equal to or lower than the low threshold Vbref (second state), the torque reduction rate Rt of the motor MG2 is set to a predetermined value R2 at which the torque decrease becomes slower than the predetermined value R1 (step S280). The predetermined value R2 is a value that allows the actual power value actually exchanged with the motor MG2 to follow the command power value calculated based on the torque command Tm2 * when the control mode Cm2 of the motor MG2 is the overmodulation control mode. The value is determined empirically so that the output from the motor MG2 can be reduced early. Here, when the control mode of the motor MG2 is the overmodulation control mode and the current feedback control of the motor MG2 is being performed, the control followability is low in a transient state where the torque changes suddenly, and particularly the accelerator is off. In the direction of decreasing torque, the actual current may be easily removed from the battery 50 to the take-out side (consumption side) with respect to the current command of the motor MG2. Here, since the control is performed using the predetermined value R2 that reduces the torque more gently than the predetermined value R1 that is the torque reduction rate Rt used when the control mode of the motor MG2 is other than the overmodulation control mode, the battery 50 is deteriorated. It is possible to suppress a low voltage that may cause the failure.

  Further, when the accelerator-off state is continuing in step S260, that is, when the motor MG2 is being controlled in the overmodulation control mode, the value of the torque reduction rate Rt that was previously set in step S250 is used as it is. This is used to reset the torque command Tm2 * and execute the motor control in step S220, that is, continue the drive control of the motor MG2 at the torque reduction rate Rt set when the accelerator is off. Exit.

  Here, the processing of steps S210 to S280 will be described. FIG. 8 is a timing chart regarding the setting of the torque command Tm2 * when the voltage Vb of the battery 50 exceeds the threshold value Vbref when the accelerator is off, and FIG. 9 shows that the voltage Vb of the battery 50 is less than or equal to the threshold value Vbref when the accelerator is off. It is a timing chart regarding the setting of the torque command Tm2 * when it is within the range. In the following, step numbers of the motor control routine shown in FIG. As shown in FIG. 8, while the hybrid vehicle 20 is controlling the motor MG2 in the rectangular wave control mode, the driver loosens the accelerator pedal 83 (time t1), and then in the overmodulation control mode. When the motor MG2 is controlled and the accelerator is off (time t2), it is determined whether or not the voltage Vb of the battery 50 is in a range equal to or lower than the threshold value Vbref (S270). Here, since the voltage Vb of the battery 50 is in the range exceeding the threshold value Vbref, a predetermined value R1 is set to the torque reduction rate Rt (S240), and the torque of the motor MG2 is reduced relatively quickly (time t2 to t3). . At this time, due to the control delay in the overmodulation control mode, power is taken out from the battery 50 and the voltage Vb of the battery 50 is reduced. Here, since the voltage Vb of the battery 50 is in the range exceeding the threshold value Vbref when the motor MG2 is controlled in the overmodulation control mode and the accelerator is off, the torque output from the motor MG2 is reduced relatively quickly. However, the voltage Vb of the battery 50 does not fall below the deterioration voltage threshold value Vbl that may cause the battery 50 to deteriorate.

  On the other hand, as shown in FIG. 9, while the hybrid vehicle 20 is driving at high speed while the motor MG2 is controlled in the rectangular wave control mode, the driver loosens the accelerator pedal 83 (time t4), and then overmodulation control is performed. The motor MG2 is controlled in the mode and the accelerator is off (time t5). If the voltage Vb of the battery 50 is in the range equal to or lower than the threshold value Vbref in step S270, a predetermined value R2 is set as the torque reduction rate Rt (S280). Then, the torque of the motor MG2 is decreased relatively slowly (time t5 to t6). At this time, since the control delay in the overmodulation control mode is suppressed, the voltage Vb of the battery 50 is hardly lowered. Here, even when the motor MG2 is controlled in the overmodulation control mode and the accelerator 50 is in the accelerator off state, the torque output from the motor MG2 is reduced relatively gently even if the voltage Vb of the battery 50 is in the range below the threshold value Vbref. Therefore, the voltage Vb of the battery 50 does not fall below the deterioration voltage threshold value Vbl.

  According to the hybrid vehicle 20 of the present embodiment described in detail above, in the first state in which the accelerator is turned off during traveling and the voltage Vb of the battery 50 is not within the range of the threshold value Vbref or less, the predetermined value R1 that is about the first change. Is set to the torque reduction rate Rt, and the torque command Tm2 * as the required power of the motor MG2 required for the ring gear shaft 32a as the drive shaft is set, while the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode. In the second state where the voltage Vb of the battery 50 is within the threshold Vbref or less, a predetermined value R2 that is about a second change more gradual than the first change is set as the torque reduction rate Rt, and the motor MG2 Torque command Tm2 * is set, and drive control of motor MG2 is performed so that the set torque command Tm2 * is output. In this way, when the motor MG2 is driven and controlled in the overmodulation control mode in which the accelerator is turned off during traveling and the follow-up performance is low with respect to the change in the current command, the change in the torque command Tm2 * of the motor MG2 is moderated. Thus, the deviation between the current command based on the torque command Tm2 * of the motor MG2 and the actual current brought out from the battery 50 is suppressed. Thus, since it is possible to suppress the voltage Vb from falling below the deterioration voltage threshold value Vbl as the lower limit voltage value that may cause the battery 50 to deteriorate, the battery 50 can be further protected. Further, since the drive control of the motor MG2 is performed with the predetermined value R2 when the voltage of the battery 50 satisfies the condition within the range of the threshold value Vbref or less, the accelerator off generated when the motor MG2 is controlled with the second change degree This further suppresses the delay in reducing the power of the motor MG2, and further protects the battery 50. Further, the predetermined value R1 or the predetermined value R2 that is set when the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode Cm2 is maintained for a period in which the accelerator is off and the overmodulation control mode is set. Since the torque command Tm2 * of the motor MG2 is set with the held value, the value once set is continuously used. Therefore, it is not necessary to set the torque reduction rate Rt every time, and the process can be simplified. it can.

  In the above-described embodiment, it is determined whether or not the voltage Vb of the battery 50 is equal to or lower than the threshold value Vbref in step S270 of the motor control routine. However, this is omitted, and the accelerator is turned off during traveling and the overmodulation control mode is set. Is set as the control mode, the predetermined value R1 that is about the first change is set as the torque reduction rate Rt, the accelerator is turned off during traveling, and the overmodulation control mode is set as the control mode. A predetermined value R2 that becomes a second change level that changes more slowly than the first change level may be set as the torque reduction rate Rt. Even in this case, when the vehicle is decelerated in the overmodulation control mode, the torque change of the motor MG2 is set to be gentle, so that the battery 50 can be further protected.

  In the embodiment, the predetermined value R1 or the predetermined value R2 that is set when the accelerator is turned off during traveling in step S260 of the motor control routine and the overmodulation control mode is set to the control mode is set to the accelerator off and the overmodulation control mode is set. Although it is assumed that the data is held for a certain period of time, this may be omitted, and the processing after step S270 may be performed when the accelerator is off and the overmodulation control mode is set to the control mode. Even in this case, the battery 50 can be further protected.

  In the embodiment, the torque reduction rate Rt is controlled by switching between the predetermined value R1 and the predetermined value R2. However, when the predetermined value R2 is set (the accelerator is turned off during traveling and the control mode is other than the overmodulation control mode). When the voltage Vb of the battery 50 is within the range equal to or lower than the threshold value Vbref), the motor MG2 has a torque reduction rate Rt that becomes a second change degree that tends to become a larger change degree as the voltage of the battery 50 becomes higher. The torque command Tm2 * may be set. In this way, the change in the torque command Tm2 * of the motor MG2 is further increased when the risk of a decrease in the voltage of the battery 50 is lower. Therefore, the delay of the power reduction of the motor MG2 when the accelerator is off is further suppressed, and the battery 50 More protection can be achieved.

  In the hybrid vehicle 20 of the above-described embodiment, in the first state where the accelerator is turned off during traveling and the voltage Vb of the battery 50 is not within the range of the threshold value Vbref or less, the predetermined value R1 that is about the first change is set to the torque reduction rate Rt. On the other hand, in the second state in which the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode and the voltage Vb of the battery 50 is within the range of the threshold value Vbref or less, the degree of change is more gradual than the predetermined value R1. The predetermined value R2 is set to the torque reduction rate Rt and the torque command Tm2 * of the motor MG2 is reset. However, in the first state, the torque command Tm2 * has a constant for the first feedback control of the motor MG2. While the drive control of the motor MG2 is performed so as to be output, the constant for the first feedback control of the motor MG2 in the second state May alternatively performing drive control of the motor MG2 to have the second constant for the feedback control torque command Tm2 * is output to perform large correction even Ri. This aspect will be specifically described below. FIG. 10 is a flowchart showing an example of another motor control routine. Here, for convenience of explanation, the same step number is assigned to the same processing as the motor control routine described above, and the explanation thereof is omitted. In this routine, after the processing of steps S200 to S230 is performed, when the accelerator is not turned off at step S220, or when the overmodulation mode is not set at step S230, or when the voltage Vb of the battery 50 is equal to or less than the threshold value Vbref at step S270. In the first state that is not within, the feedback control gain G of the motor MG2 is set to a predetermined value G1 (step S300), and the motor MG2 is driven and controlled using the set feedback control gain G so that the torque command Tm2 * is output. (Step S310), and this routine is finished. This predetermined value G1 is a coefficient of the proportional term of the feedback control of the motor MG2, and when the control mode Cm2 of the motor MG2 is a mode other than the overmodulation control mode, the motor MG2 actually uses the torque command Tm2 * of the motor MG2. The output torque value is determined empirically to a value that can be followed. Further, the drive control of the motor MG2 is performed by detecting a phase current I actually applied to the motor MG2 by a current sensor (not shown), and the detected phase current I is set to a target current value I * corresponding to the torque command Tm2 *. It was assumed that feedback control was performed. On the other hand, in the second state in which the voltage Vb of the battery 50 is in the range equal to or lower than the threshold value Vbref in step S270, a predetermined value G2 for performing correction larger than the predetermined value G1 is set as the feedback control gain G (step S320). In S310, the feedback control gain G is used to drive and control the motor MG2 so that the torque command Tm2 * is output, and this routine ends. This predetermined value G2 is a coefficient of the proportional term of the feedback control of the motor MG2, and when the control mode Cm2 of the motor MG2 is the overmodulation control mode, the predetermined value G2 is actually from the motor MG2 with respect to the torque command Tm2 * of the motor MG2. The output torque value is determined empirically to a value that can be followed. FIG. 11 is a timing chart relating to feedback control of the motor MG2 when the voltage Vb of the battery 50 is within the range of the threshold value Vbref or less when the accelerator is off. As shown in FIG. 11, while the hybrid vehicle 20 is driving at a high speed while the motor MG2 is controlled in the rectangular wave control mode, the driver loosens the accelerator pedal 83 (time t7), and then in the overmodulation control mode. In the second state where the motor MG2 is controlled and the accelerator is off (time t8) and the voltage Vb of the battery 50 is in the range below the threshold value Vbref, a predetermined value G2 for performing a larger correction is set as the feedback control gain G. (S320), a current is supplied to the motor MG2 so that the torque value output from the motor MG2 matches the torque command Tm2 *, and the torque of the motor MG2 is decreased (time t8 to t9). At this time, since the control delay in the overmodulation control mode is suppressed, the voltage Vb of the battery 50 is hardly lowered. Here, when the motor MG2 is controlled in the overmodulation control mode and the accelerator 50 is off, the feedback control gain G is set to the predetermined value G2 and output from the motor MG2 even if the voltage Vb of the battery 50 is within the threshold Vbref or less. Since the torque value to be adjusted is matched with the torque command Tm2 *, it is possible to prevent the voltage Vb of the battery 50 from falling below the deterioration voltage threshold value Vbl. Accordingly, the battery 50 can be further protected. Further, since there is no change in the torque command Tm2 *, it is possible to further suppress the delay of the power reduction of the motor MG2 when the accelerator is off. Here, the constant for feedback control is the coefficient of the proportional term, but may be another constant (for example, the coefficient of the integral term) in addition to or instead of this.

  In the hybrid vehicle 20 in which the feedback control gain G is switched between the predetermined value G1 and the predetermined value G2, whether or not the voltage Vb of the battery 50 is equal to or lower than the threshold value Vbref in step S270 of the motor control routine, as in the above-described modification. The predetermined value G1 or the predetermined value G2 that is set when the accelerator is turned off during traveling in step S260 of the motor control routine and the overmodulation control mode is set to the control mode, may be omitted. You may abbreviate | omit holding over the period which is accelerator-off and is an overmodulation control mode. Further, the feedback control gain G is controlled by switching between the predetermined value G1 and the predetermined value G2. However, when the predetermined value G2 is set (as in the modification described above), the accelerator is turned off during traveling and overmodulation control is performed. When a mode other than the mode is set as the control mode and the voltage Vb of the battery 50 is within the threshold Vbref or lower), the motor MG2 is driven with a feedback control gain G that tends to perform a larger correction as the voltage of the battery 50 is lower. Control may be performed. In this way, when the risk of a decrease in the voltage of the battery 50 is higher, the correction is made larger and the drive control of the motor MG2 is performed, so that the battery 50 can be further protected.

  In the embodiment, the case where the engine 22 is running while outputting power from the motor MG2 while the operation is stopped has been described, but the above-described control may be executed when the engine 22 is operating. Good.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 39c and 39d in FIG. 12) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG2 capable of inputting / outputting power to / from the ring gear shaft 32a as the drive shaft corresponds to an “electric motor”, and the battery 50 capable of exchanging electric power with the motor MG2 corresponds to “power storage means”. A first state including at least one of a plurality of control modes for controlling the electric motor including at least a modulation control mode, wherein the accelerator is turned off during traveling and a mode other than the overmodulation control mode is set as a control mode Cm2. Then, while setting the torque command Tm2 * as the required power of the motor MG2 required for the drive shaft with a predetermined value R1 that is about the first change, the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode Cm2. In the second state including at least the current state, a predetermined value R2 having a second degree of change more gradual than the first degree of change is obtained. And sets the torque command Tm2 * of the motor MG2, the hybrid ECU 70 and the motor ECU40 performs drive control of the motor MG2 to be outputted torque command Tm2 * set corresponds to the "control means". Further, the power distribution and integration mechanism 30 connected to the crankshaft 26 of the engine 22 and the ring gear shaft 32a as a drive shaft corresponds to “three-shaft power input / output means”, and the motor MG1 connected to the sun gear 31 “power generation” It corresponds to "machine". In the modified example, the torque command Tm2 * of the motor MG2 required for the drive shaft is set based on the accelerator opening, and one of a plurality of control modes including at least an overmodulation control mode is set. The motor MG2 outputs the torque command Tm2 * with a predetermined value G1 that is a constant for the first feedback control in the first state at least including that the accelerator is off and the control mode Cm2 is set to other than the overmodulation control mode. In the second state including at least the fact that the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode Cm2, correction larger than the predetermined value G1 for the first feedback control is performed. A hybrid that controls the drive of the motor MG2 so that the torque command Tm2 * is output with the predetermined value G2. Use electronic control unit 70 and the motor ECU40 corresponds to the "control means".

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, but is a drive shaft such as an induction motor in which a rotor is connected to an input shaft and the rotor is driven to rotate by a rotating magnetic field of a stator. Any device can be used as long as it can input and output power. The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a power power input / output means and an electric motor such as a capacitor. The “control means” is not limited to the combination of the hybrid electronic control unit 70 and the motor ECU 40, and may be configured by a single electronic control unit. In addition, as the “control means”, one of a plurality of control modes for controlling an electric motor including at least an overmodulation control mode is set, and the accelerator is turned off during traveling to set a control mode other than the overmodulation control mode. In the first state including at least the fact that the required power of the motor required for the drive shaft is set with the first degree of change, the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode. At least in the second state including at least the control for setting the required power of the motor with the second change that is more gradual than the first change and controlling the drive of the motor so that the set required power is output. It does n’t matter. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any one of the three axes connected to the three axes of the input shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the shaft or those having a different operation action from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used.

  Note that the correspondence between the main elements of the embodiment and the modified example 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. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  In the embodiment, the hybrid vehicle 20 including the engine 22 is used. However, the hybrid vehicle 20 may be an electric vehicle not including the engine 22, and is not limited to those applied to such a hybrid vehicle. It may be applied to aircraft). Moreover, it is good also as a form of the control method of such a vehicle.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. 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 explanatory drawing which shows an example of the map for control mode setting. It is a flowchart which shows an example of a motor control routine. It is a timing chart regarding setting of torque command Tm2 * when voltage Vb of battery 50 exceeds threshold value Vbref when the accelerator is off. It is a timing chart regarding the setting of the torque command Tm2 * when the voltage Vb of the battery 50 is in the range below the threshold value Vbref when the accelerator is off. It is a flowchart showing an example of another motor control routine. It is a timing chart regarding the feedback control of the motor MG2 when the voltage Vb of the battery 50 is in the range below the threshold value Vbref when the accelerator is off. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20, 120 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 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 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 R AM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (11)

An electric motor that can input and output power to the drive shaft;
Power storage means capable of exchanging power with the motor;
At least including at least one of a plurality of control modes for controlling the electric motor including at least an overmodulation control mode, the accelerator being turned off during traveling, and a mode other than the overmodulation control mode being set as the control mode. In the first state, the required power of the electric motor required for the drive shaft is set with a first change degree, and at least the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode. Control means for setting the required power of the electric motor with a second change that is more gradual than the first change in two states, and for controlling the drive of the electric motor so that the set required power is output;
A vehicle comprising:   The control means sets the required power of the electric motor with the first change degree when the voltage of the power storage means is not within a predetermined lower limit range, and the accelerator is turned off during traveling and the overmodulation control mode is set to the 2. The means for setting the required power of the electric motor with the degree of the second change when the control mode is set and the voltage of the power storage means is in the second state within the lower limit range. vehicle.   The control means sets the first or second change degree set when the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode for a period during which the accelerator is off and the overmodulation control mode is set. The vehicle according to claim 2, wherein the vehicle is a means for setting the required power of the electric motor with the degree of change held.   4. The control means according to claim 1, wherein the control means is means for setting a required power of the electric motor with the second change degree that tends to become a larger change degree as the voltage of the power storage means is higher in the second state. The vehicle according to any one of the above. An electric motor that can input and output power to the drive shaft;
Power storage means capable of exchanging power with the motor;
The required power of the motor required for the drive shaft is set based on the accelerator opening, and one of a plurality of control modes for controlling the motor including at least an overmodulation control mode is set. In the first state including at least that the accelerator is turned off and the control mode other than the overmodulation control mode is set, drive control of the electric motor is performed so that the required power is output with a constant for the first feedback control. On the other hand, in the second state including at least that the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode, the second feedback control that performs correction larger than the constant for the first feedback control. Control means for performing drive control of the electric motor so that the required power is output with a constant for
A vehicle comprising:   The control means performs drive control of the electric motor so that the required power is output with a constant for the first feedback control when the voltage of the power storage means is not within a predetermined lower limit range, and the accelerator is turned off during traveling. When the overmodulation control mode is set to the control mode and the voltage of the power storage means is in the second state within the lower limit range, the required power is output with the constant for the second feedback control. The vehicle according to claim 5, which is means for performing drive control of the electric motor.   The control means sets the first or second feedback control constant, which is set when the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode, to the accelerator off and the overmodulation control mode. The vehicle according to claim 6, which is means for holding the motor for a certain period and performing drive control of the electric motor with the held control value.   8. The control unit according to claim 5, wherein the control unit is a unit that performs drive control of the motor with a second feedback control constant that tends to perform a larger correction as the voltage of the power storage unit is lower in the second state. The vehicle according to any one of the above. The vehicle according to any one of claims 1 to 8,
An internal combustion engine;
A generator connected to the power storage means and capable of power input and output;
Power is applied to the remaining shafts based on power input / output to / from any of the three shafts connected to the three shafts of the drive shaft, the output shaft of the internal combustion engine, and the rotating shaft of the generator. 3-axis power input / output means for outputting;
A vehicle comprising: A vehicle control method comprising: an electric motor capable of inputting / outputting power to / from a drive shaft; and an electric storage means capable of exchanging electric power with the electric motor,
At least including at least one of a plurality of control modes for controlling the electric motor including at least an overmodulation control mode, the accelerator being turned off during traveling, and a mode other than the overmodulation control mode being set as the control mode. In the first state, the required power of the electric motor required for the drive shaft is set with a first change degree, and at least the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode. In the two states, the required power of the electric motor is set with a second change that is more gradual than the first change, and the drive control of the electric motor is performed so that the set required power is output.
Vehicle control method. A vehicle control method comprising: an electric motor capable of inputting / outputting power to / from a drive shaft; and an electric storage means capable of exchanging electric power with the electric motor,
The required power of the motor required for the drive shaft is set based on the accelerator opening, and one of a plurality of control modes for controlling the motor including at least an overmodulation control mode is set. In the first state including at least that the accelerator is turned off and the control mode other than the overmodulation control mode is set, drive control of the electric motor is performed so that the required power is output with a constant for the first feedback control. On the other hand, in the second state including at least that the accelerator is turned off during traveling and the overmodulation control mode is set to the control mode, the second feedback control that performs correction larger than the constant for the first feedback control. The drive control of the electric motor is performed so that the required power is output with a constant for
Vehicle control method.

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