JP2011235750A - Hybrid automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To satisfactorily and stably output drive power required for traveling to a drive shaft even when second electric motor output failure incapable of output of torque from a second electric motor occurs, in a hybrid automobile including an internal combustion engine, a first electric motor, a planetary gear mechanism having three rotary components connected to the drive shaft, an output shaft of the internal combustion engine, and a rotary shaft of the first electric motor, and a second electric motor capable of input of power to the drive shaft.SOLUTION: When MG2 output failure incapable of output of torque from a motor MG2 occurs, an engine 22 and a motor MG1 are controlled (steps S120 to S150) so that a rotation speed Nm1 of the motor MG1 is maintained at a prescribed rotation speed Nm1const and power allowing the vehicle to travel is output to a ring gear shaft 32a as a drive shaft from the engine 22 via a planetary gear 30.

Description

  The present invention includes an internal combustion engine, a first electric motor capable of inputting / outputting power, a planetary gear mechanism in which three rotation elements are connected to a drive shaft, an output shaft of the internal combustion engine, and a rotation shaft of the first motor. The present invention relates to a hybrid vehicle including a second electric motor capable of inputting / outputting power to / from the drive shaft.

  Conventionally, this type of hybrid vehicle includes a motor generator MG1 connected to a sun gear of a planetary gear mechanism, an engine connected to a carrier, a motor generator MG2 connected to a ring gear connected to a drive shaft, and a motor generator. A battery that exchanges power with MG1 and MG2 is provided. When motor generator MG2 fails and torque cannot be generated, motor generator MG1 is operated as a generator when the amount of charge (SOC) of the battery is small. At the same time, there has been proposed one that executes control when MG2 fails to travel by power from the engine while operating the motor generator MG1 as an electric motor when the amount of power stored in the battery is large (see, for example, Patent Document 1). In this hybrid vehicle, when the motor generator MG2 fails, feedback control is performed so that the engine speed becomes a predetermined speed, and a predetermined torque is output from the motor generator MG1, whereby the speed of the motor generator MG1 is output. Drive while changing. Note that this type of hybrid vehicle has a Ravigneaux type planetary gear train in which a first motor generator MG1, an engine, an output gear, and a second motor generator MG2 are connected, and the engine, the first motor generator MG1, and the second motor. When it is detected that at least one of the generators MG2 has an output abnormality, a drive that does not cause an output abnormality is achieved by fastening a brake that fixes one rotating element (sun gear or ring gear) of the compound planetary gear train. A vehicle that travels using at least one of the sources has been proposed (see, for example, Patent Document 2).

JP 2006-320068 A JP 2004-159212 A

  By the way, in the hybrid vehicle described in Patent Document 1, as described above, the torque corresponding to the required driving force required for traveling is set to the engine torque while performing feedback control of the engine so that the engine rotational speed becomes a predetermined rotational speed. It is also possible to travel by outputting the required driving force to the drive shaft by outputting the reaction force from the motor generator MG1. However, in such a method, when the torque output from the motor generator MG1 increases when the required driving force is large (for example, when the vehicle starts), the feedback control of the engine speed causes a sudden increase in the torque of the motor generator MG1. There is a risk that the engine cannot be responded, and the engine speed decreases and the engine misfires. Further, if the torque output from the motor generator MG1 is limited in order to suppress the misfire of the engine, the required driving force cannot be quickly output to the drive shaft.

  A hybrid vehicle according to the present invention includes an internal combustion engine, a first electric motor capable of inputting / outputting power, a planetary gear mechanism in which three rotating elements are connected to a drive shaft, an output shaft of the internal combustion engine, and a rotating shaft of the first electric motor. In a hybrid vehicle having a second electric motor that can input and output power to the drive shaft, when a second motor output abnormality that cannot output torque from the second motor occurs, The main purpose is to drive with good and stable output to the drive shaft.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention includes a planetary engine in which three rotating elements are connected to an internal combustion engine, a first electric motor capable of inputting / outputting power, a drive shaft, an output shaft of the internal combustion engine, and a rotating shaft of the first electric motor. A hybrid vehicle comprising a gear mechanism and a second electric motor capable of inputting and outputting power to the drive shaft,
When a second motor output abnormality in which torque cannot be output from the second motor has occurred, the rotational speed of the first motor is maintained at a predetermined rotational speed and the drive from the internal combustion engine through the planetary gear mechanism. The gist of the invention is to include a retreat travel control means for controlling the internal combustion engine and the first electric motor so that power that enables the vehicle to travel is output to the shaft.

  In the hybrid vehicle of the present invention, when a second motor output abnormality in which torque cannot be output from the second motor has occurred, the rotation speed of the first motor is maintained at a predetermined rotation speed and the internal combustion engine passes through the planetary gear mechanism. Then, the internal combustion engine and the first electric motor are controlled so that power that enables the vehicle to travel is output to the drive shaft. As a result, when the second motor output abnormality has occurred, torque corresponding to the torque required for travel is output from the internal combustion engine, and the first motor responds to the torque from the internal combustion engine. Since the torque for maintaining the rotational speed of the engine at a predetermined rotational speed is output, it is possible to satisfactorily prevent the internal combustion engine from being misfired due to a decrease in the rotational speed of the internal combustion engine due to the torque from the first electric motor. Thus, it is possible to output the torque necessary for traveling with high responsiveness to the drive shaft as compared with the case where the torque from the first electric motor is limited. Therefore, even when the second motor output abnormality occurs, the hybrid vehicle of the present invention can travel with the torque (driving force) required for traveling well and stably output to the driving shaft. It becomes.

  Further, when the hybrid vehicle is started in a state where the second motor output abnormality has occurred, the retreat travel control means sets the rotation speed of the first motor to the predetermined rotation speed and determines the vehicle speed in advance. Using the rotational speed of the internal combustion engine at the set target vehicle speed as the target rotational speed at start, the first motor is feedback controlled so that the rotational speed of the first motor is maintained at the predetermined rotational speed, and The internal combustion engine may be controlled so that the rotational speed of the internal combustion engine becomes the target rotational speed at the start. Thus, when the hybrid vehicle is started in a state where the second motor output abnormality has occurred, the internal combustion engine and the first motor are independent (independent) from the driver's driving force request until the vehicle speed reaches the target vehicle speed. Even if the driver is required to output a large torque to the drive shaft, the torque from the first motor reduces the rotation speed of the internal combustion engine. Therefore, when the hybrid vehicle starts, it is possible to satisfactorily prevent the internal combustion engine from being misfired due to a decrease in the rotational speed of the internal combustion engine due to the torque from the first electric motor. Become. In addition, when starting the hybrid vehicle in a state where the second motor output abnormality has occurred, the first motor sets the rotational speed of the first motor according to the torque from the internal combustion engine to the predetermined rotational speed. Since torque is output, it is possible to suppress a decrease in output response of driving force (torque) to the drive shaft.

1 is a schematic configuration diagram 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 at the time of MG2 output abnormality performed by the hybrid ECU70 of an Example. It is a collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the planetary gear 30 when the MG2 output abnormality has occurred. Explanation showing an example of a time change state of the vehicle speed V, the accelerator opening degree Acc, the brake flag, the required torque Tr *, the engine speed Ne, and the torque command Tm1 * of the motor MG1 during the execution of the drive control routine when the MG2 output is abnormal. FIG. It is explanatory drawing which shows the other example of the mode of the time change of torque instruction Tm1 * of motor MG1 during execution of the drive control routine at the time of MG2 output abnormality.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as “engine ECU”) 24 for controlling the drive of the engine 22, and an engine 22. A planetary gear 30 having a carrier 34 connected to a crankshaft 26 as an output shaft through a damper 28, a motor MG1 capable of generating electricity connected to a sun gear 31 of the planetary gear 30, and a drive connected to a ring gear 32 of the planetary gear 30. A reduction gear 35 connected to a ring gear shaft 32a as a shaft, a motor MG2 connected to the ring gear shaft 32a via the reduction gear 35, and a gear mechanism 37 and a differential gear 38 to the ring gear shaft 32a. Drive wheels 39a, 39b and motor MG And an electric power line 54, an inverter 41 interposed between the motor MG2 and the electric power line 54, and a motor that drives and controls the motors MG1 and MG2 via the inverters 41 and 42. Electronic control unit (hereinafter referred to as “motor ECU”) 40, a battery 50 connected to an electric power line 54, for example, a lithium ion secondary battery or a nickel metal hydride secondary battery, and a battery electronic control for managing the battery 50 A unit (hereinafter referred to as “battery ECU”) 52 and a hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) 70 that controls the entire vehicle while communicating with engine ECU 24, motor ECU 40, and battery ECU 52 are provided. The motor ECU 40 calculates data relating to the motors MG1, MG2, such as the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on signals from rotational position detection sensors 43, 44 that detect the rotational positions of the rotors of the motors MG1, MG2. To do.

  When the ignition switch 80 is turned on in the hybrid vehicle 20 of the embodiment configured as described above, the hybrid ECU 70 detects the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the vehicle speed sensor. The required torque Tr * is set based on the vehicle speed V from 88, and the target rotational speed Ne *, the target torque Te * of the engine 22 and the torque commands Tm1 * of the motors MG1, MG2 are set based on the set required torque Tr *. Command signals such as Tm2 * required for controlling the entire vehicle are generated, and the generated command signals are transmitted to the engine ECU 24 and the motor ECU 40. Then, the engine ECU 24 performs intake air amount adjustment control, fuel injection control, ignition control, and the like for the engine 22 so that the engine 22 is operated at an operation point composed of the target rotational speed Ne * and the target torque Te *. In addition, motor ECU 40 performs switching control of the switching elements of inverters 41 and 42 such that motor MG1 is driven by torque command Tm1 * and motor MG2 is driven by torque command Tm2 *.

  Next, in the hybrid vehicle 20 of the embodiment configured as described above, an operation when the vehicle is started in a state in which an MG2 output abnormality in which torque cannot be output from the motor MG2 has occurred will be described. The hybrid ECU 70 is driven when the MG2 output is abnormal as shown in FIG. 2 when the MG2 output abnormality occurs and the brake pedal 85 is released and the brake flag is turned off while the vehicle is stopped. The control routine is executed every predetermined time (for example, every several milliseconds). Here, the MG2 output abnormality includes, for example, an abnormality in which the motor MG2 is overheated and cannot operate normally, an abnormality in which the inverter 42 is overheated and the motor MG2 cannot be driven normally, or the switching element of the inverter 42 is fixed off. In the embodiment, the inverter 42 is shut down by the motor ECU 40 when such an abnormality occurs that includes an abnormality in which power cannot be normally supplied from the battery 50 to the motor MG2. The hybrid ECU 70 receives a brake pedal stroke BS from a brake pedal stroke sensor 86 that detects the depression amount of the brake pedal 85, and the hybrid ECU 70 sets a brake flag based on the input brake pedal stroke BS. Turn on or off.

  When the MG2 output abnormality drive control routine is started, 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 88, the rotational speed Nm1 of the motor MG1, and the rotational speed Ne of the engine 22. Data necessary for such control is input (step S100). Here, the rotational speed Nm1 of the motor MG1 is input by communication from the motor ECU 40, and the rotational speed Ne of the engine 22 is calculated by the engine ECU 24 based on a crank position from a crank position sensor (not shown). Therefore, it is input from the engine ECU 24 by communication.

  If the data necessary for control is input in step S100, hybrid ECU 70 determines whether or not input vehicle speed V is less than a predetermined target vehicle speed V * (step S110). Here, the target vehicle speed V * is a constant value determined in advance as the target vehicle speed during so-called retreat travel, and in the embodiment, for example, about 10 km / h so that the driving force required for travel of the vehicle becomes relatively small. It is said. When it is determined that the vehicle speed V is less than the target vehicle speed V *, a prescribed value is set for the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b as the torque required for the vehicle. Tcp is set (step S120). Here, the prescribed value Tcp is set in advance as a driving force that can start the vehicle. For example, in normal travel control in which no MG2 output abnormality has occurred, the accelerator opening Acc and the vehicle speed The required torque Tr * (creep torque) at the time of vehicle start determined from V (for example, when the accelerator opening degree Acc = 0% and the vehicle speed V = 0).

  Subsequently, the predetermined rotational speed Nm1const is set to the target rotational speed Nm1 * of the motor MG1, and the motor is calculated according to the following equation (1) using the target rotational speed Nm1 * and the rotational speed Nm1 of the motor MG1 input in step S100. Torque command Tm1 *, which is the value of torque to be output from MG1, is calculated (step S130). Expression (1) is a relational expression in feedback control for rotating the motor MG1 at a predetermined rotation speed Nm1const. In the expression (1), “k1” in the first term on the right side is a gain in the proportional term, The second term “k2” is the gain of the integral term. Here, the predetermined rotational speed Nm1const is calculated according to the following equation (2) using a predetermined lower limit rotational speed Nemin of the engine 22 and the gear ratio ρ of the planetary gear 30. The engine 22 (carrier 34) Is equal to the rotational speed of the sun gear 31 when the rotational speed Ne is the lower limit rotational speed Nemin and the rotational speed Nm2 of the motor MG2 (ring gear 32) is 0. The lower limit rotational speed Nemin of the engine 22 is determined in advance as a value including a margin in the rotational speed of the engine 22 such that the engine 22 does not misfire while the hybrid vehicle 20 is stopped. In the embodiment, the lower limit rotational speed Nemin is, for example, about 900 to 1100 rpm. The FIG. 3 shows the number of rotations in the rotating element of the planetary gear 30 when the vehicle is stopped in a state where the MG2 output abnormality has occurred (solid line) and when the vehicle is traveling in a state where the MG2 output abnormality has occurred (dotted line). It is a collinear diagram which shows the dynamic relationship between torque and torque. In the figure, the left S-axis indicates the rotational speed of the sun gear 31 that is the rotational speed Nm1 of the motor MG1, the C-axis indicates the rotational speed of the carrier 34 that is the rotational speed Ne of the engine 22, and the R-axis is converted into the vehicle speed V. The rotation speed Nr of the ring gear 32 multiplied by the coefficient k is shown. However, the rotation speed Nr of the ring gear 32 may be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. Note that two thick arrows on the R axis indicate the torque that the torque Te output from the engine 22 acts on the ring gear shaft 32a. Equation (2) can be easily derived from this alignment chart.

Tm1 * = k1 ・ (Nm1 * −Nm1) + k2 ・ ∫ (Nm1 * −Nm1) dt (1)
Nm1const = (1 + ρ) / ρ ・ Nemin (2)

  If the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are calculated, the target rotational speed of the engine 22 is calculated according to the following equation (3) using the calculated target rotational speed Nm1 * of the motor MG1 and the target vehicle speed V *. Ne * is calculated, and the target torque Te * of the engine 22 is calculated according to the following equation (4) using the calculated target rotational speed Ne * and the rotational speed Ne of the engine 22 input in step S100 (step S140). ). Here, the expression (3) indicates that the rotational speed of the engine 22 when the rotational speed Nm1 of the motor MG1 is the predetermined rotational speed Nm1cosnt and the vehicle speed V is the target vehicle speed V * (target rotational speed at start). And can be easily derived from the alignment chart of FIG. In the equation (3), “k · V *” indicates the rotational speed Nr * of the ring gear shaft 32a when the vehicle speed V is the target vehicle speed V *. Expression (4) is a relational expression in feedback control for rotating the engine 22 at the target rotational speed Ne * based on the target vehicle speed V *, and “k3” in the second term on the right side is a gain of the proportional term. “K4” in the third term on the right side is the gain of the integral term. In addition, in order to suppress the torque output from the engine 22 more than necessary, a predetermined upper limit value may be provided for the target torque Te *, or rate processing may be performed to increase or decrease the target torque Te *.

Nes * = ρ / (1 + ρ) ・ Nm1 * + 1 / (1 + ρ) ・ k ・ V * (3)
Te * = (1 + ρ) ・ Tr * + k3 ・ (Ne * −Ne) + k4∫ (Ne * −Ne) dt (4)

  If target torque Te * of engine 22 and torque command Tm1 * of motor MG1 are calculated in this way, target torque Te * of engine 22 is transmitted to engine ECU 24, and torque command Tm1 * of motor MG1 is transmitted to motor ECU 40. (Step S150), and the processing after step S100 is executed again. The engine ECU 24 that has received the target torque Te * from the hybrid ECU 70 outputs a torque corresponding to the target torque Te * from the engine 22, so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne *, that is, the target rotational speed at start. Thus, intake air amount adjustment control, fuel injection control, ignition control, and the like for the engine 22 are performed. The motor ECU 40 that has received the torque command Tm1 * switches the switching element of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 * and the rotational speed Nm1 becomes the target rotational speed Nm1 *, that is, the predetermined rotational speed Nm1const. To do. Thereby, hybrid vehicle 20 can start and run using engine 22 and motor MG1.

  On the other hand, when it is determined in step S110 that the vehicle speed V has reached the target vehicle speed V *, the required torque Tr * is set based on the accelerator opening Acc and the vehicle speed V input in step S100 (step S100). S160). In the embodiment, the smaller the required torque Tr *, the smaller the value corresponding to the accelerator opening Acc and the vehicle speed V derived from the required torque setting map (not shown) and the upper limit value Tref of the required torque Tr * during retreat travel. Set as Next, the torque command Tm1 * of the motor MG1 is set according to the following equation (5) using the set required torque Tr * (step S170), and the target rotational speed Ne * of the engine 22 is set to a predetermined value Ne1 (for example, 1300 to 1300). The target torque Te * of the engine 22 is calculated according to the following equation (6) using the set target rotational speed Ne * (step S170). Here, Expression (6) is a relational expression in feedback control for rotating the engine 22 at the target rotational speed Ne *. In Expression (6), “k6” in the first term on the right side is a gain of a proportional term. Yes, “k7” in the second term on the right side is the gain of the integral term. And after performing the process of step S150, the process after step S100 is performed again.

Tm1 * =-ρ ・ Tr * (5)
Te * = k6 ・ (Ne * −Ne) + k7∫ (Ne * −Ne) dt (6)

  FIG. 3 shows how the vehicle speed V, the accelerator opening degree Acc, the brake flag, the required torque Tr *, the engine speed Ne, and the torque command Tm1 * of the motor MG1 change with time during the execution of the drive control routine when the MG2 output is abnormal. It is explanatory drawing shown. As shown in the drawing, when the driver releases the brake pedal 85 and the brake flag is turned off (time t1) while the hybrid vehicle 20 is stopped (vehicle speed V = 0), the MG2 output abnormality drive control routine is executed. Execution is started and the prescribed value Tcp is set to the required torque Tr *, and the engine speed Ne changes from the lower limit engine speed Nemin to the target engine speed Ne * until the vehicle speed V reaches the target vehicle speed V *. As described above, the engine 22 is feedback-controlled, and the motor MG1 is controlled to output the torque command Tm1 *, so that the rotational speed of the motor MG1 is maintained at the predetermined rotational speed Nm1const. As a result, when the vehicle is started in a state where the MG2 output abnormality has occurred, the vehicle speed V of the hybrid vehicle 20 reaches the target vehicle speed V * regardless of the amount of depression of the accelerator pedal 83 (accelerator opening Acc) by the driver. Torque necessary for making it output is output from the engine 22. When the vehicle speed V reaches the target vehicle speed V * (time t2), the torque set according to the required torque Tr * corresponding to the amount of depression of the accelerator pedal 83 (accelerator opening Acc) and the vehicle speed V. Command Tm1 * is output from motor MG1, and feedback control is performed so that engine speed Ne is maintained at a predetermined value Ne1. Thus, after the vehicle speed V becomes relatively large and the required torque Tr * is not so large for traveling, the hybrid vehicle 20 is caused to travel without outputting the torque according to the driver's request to the ring gear shaft 32a. It becomes possible.

  In the hybrid vehicle 20 of the embodiment described above, when the MG2 output abnormality in which torque cannot be output from the motor MG2 has occurred, the rotational speed Nm1 of the motor MG1 is maintained at the predetermined rotational speed Nm1const and the planetary gear 30 is switched from the engine 22. Thus, the engine 22 and the motor MG1 are controlled so that power that enables the vehicle to travel is output to the ring gear shaft 32a as the drive shaft. As a result, when an MG2 output abnormality has occurred, torque corresponding to the torque required for traveling is output from the engine 22, and the motor MG1 rotates the rotational speed Nm1 of the motor MG1 according to the torque from the engine 22. Torque Tm1 * for maintaining the engine speed at the predetermined rotation speed Nm1const is output, so that it is possible to satisfactorily suppress the engine 22 from misfiring due to the decrease in the rotation speed Ne of the engine 22 due to the torque Tm1 * from the motor MG1. Thus, the torque (driving force) required for traveling can be output with better responsiveness to the drive shaft than when the torque Tm1 from the motor MG1 is limited. Therefore, even when the MG2 output abnormality occurs, the hybrid vehicle 20 of the embodiment can travel with the driving force (torque) necessary for traveling well and stably output to the driving shaft. Become.

  Further, when the hybrid vehicle 20 is started in a state where the MG2 output abnormality has occurred, the rotational speed Nm1 of the motor MG1 is the predetermined rotational speed Nmconst, and the vehicle speed V is a predetermined target vehicle speed V *. The rotational speed Ne of the engine 22 is set as a target rotational speed (target rotational speed at start) Ne *, and the motor MG1 is feedback-controlled so that the rotational speed Nm1 of the motor MG1 is maintained at the predetermined rotational speed Nm1const, and the rotational speed of the engine 22 The engine 22 is controlled so that Ne becomes the target rotational speed Ne *. Thus, when the hybrid vehicle 20 is started in a state where the MG2 output abnormality has occurred, the engine 22 and the motor MG1 are independent (unrelated) from the driver's driving force request until the vehicle speed V reaches the target vehicle speed V *. Even if the driver is required to output a large torque to the ring gear shaft 32a as the drive shaft, the motor MG1 can control the motor MG1 to rotate at the target rotational speed Ne * or Nm1 *. The torque Tm1 of the engine 22 is not excessively increased toward the side where the rotational speed Ne of the engine 22 is reduced. As a result, when the hybrid vehicle 20 starts, the rotational speed Ne of the engine 22 decreases due to the torque Tm1 from the motor MG1. It is possible to satisfactorily suppress the misfire of 22. Further, when the hybrid vehicle 20 starts in a state where the MG2 output abnormality has occurred, the motor MG1 generates torque for changing the rotational speed Nm1 of the motor MG1 according to the torque from the engine 22 to the predetermined rotational speed Nm1const. Since Tm1 is output, it is possible to suppress a decrease in output response of the driving force (torque) to the drive shaft.

  In the above embodiment, when the vehicle is started in a state where the MG2 output abnormality has occurred, the required value Trcp is set to the required torque Tr * until the vehicle speed reaches the target vehicle speed V * and the rotation of the engine 22 is performed. The engine 22 is feedback-controlled so that the engine speed becomes the target rotational speed (target rotational speed Ne *) set based on the target vehicle speed V * and the predetermined rotational speed Nm1const of the motor MG1. The required torque Tr * may be set from the vehicle speed V, and the target torque Te * of the engine 22 may be set from the set required torque Tr * according to the following equation (7). Equation (7) can be easily derived from the alignment chart of FIG. Further, a required power Pe * required for the engine 22 is calculated from the set required torque Tr *, and the target rotational speed Ne * of the engine 22 is calculated from an operation line for efficiently operating the engine 22 based on the calculated required power Pe *. And the target torque Te * may be set.

  Te * = (1 + ρ) ・ Tr * (7)

  Furthermore, in the above embodiment, when the vehicle is started in a state where the MG2 output abnormality has occurred, the processes of steps S120 to S150 in FIG. 2 are executed only until the vehicle speed V reaches the target vehicle speed V *. However, even after the vehicle speed V reaches the target vehicle speed V * (not only when starting), the process of steps S130 to S150 is always executed when the vehicle travels in a state where the MG2 output abnormality has occurred. Also good.

  In addition, as shown in FIG. 5, in the initial stage after the execution of the MG2 output abnormality drive control routine is started, the feedback control of the motor MG1 cannot follow the change in the torque output from the engine 22 and can follow the engine 22. 2 may be set to a relatively large initial value in the torque command Tm1 * of the motor MG1 in step S130 in FIG. However, in this case, the initial value is set to a value that does not cause the engine 22 to misfire by reducing the rotational speed Ne of the engine 22. Furthermore, when the accelerator pedal 83 is greatly depressed by the driver when the vehicle speed V reaches the target vehicle speed V * and the process proceeds from step S120 to S140 in FIG. 2 to step S160 to S180. Since a large torque may be suddenly output from the motor MG1 and the driving force may change suddenly, the output from the motor MG1 as shown in the figure after switching the above processing (before and after time t2 in FIG. 3). The torque to be applied may be subjected to rate processing.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention is applicable to the hybrid vehicle manufacturing industry.

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 31 sun gear, 32 ring gear, 32a ring gear shaft, 34 carrier, 35 reduction gear, 37 gear mechanism, 38 Differential gear, 39a, 39b Drive wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 Battery, 52 Battery electronic control unit (battery ECU), 54 Power line , 70 Hybrid electronic control unit (hybrid ECU), 80 ignition switch, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake -Key pedal stroke sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (2)

An internal combustion engine, a first electric motor capable of inputting / outputting power, a planetary gear mechanism in which three rotary elements are connected to a drive shaft, an output shaft of the internal combustion engine, and a rotary shaft of the first motor, and the drive shaft And a second electric motor capable of inputting / outputting power to the hybrid vehicle,
When a second motor output abnormality in which torque cannot be output from the second motor has occurred, the rotational speed of the first motor is maintained at a predetermined rotational speed and the drive from the internal combustion engine through the planetary gear mechanism. A hybrid vehicle comprising: an evacuation travel control means for controlling the internal combustion engine and the first electric motor so that power that enables the vehicle to travel on a shaft is output.   The retreat travel control means is configured such that when the hybrid vehicle is started in a state where the second motor output abnormality has occurred, the rotation speed of the first motor is the predetermined rotation speed and the vehicle speed is predetermined. Using the rotational speed of the internal combustion engine at the target vehicle speed as the target rotational speed at start, the first motor is feedback-controlled so that the rotational speed of the first motor is maintained at the predetermined rotational speed, and the internal combustion engine The hybrid vehicle according to claim 1, wherein the internal combustion engine is controlled such that the rotation speed of the engine becomes the target rotation speed at the start.

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