JP2014104804A - Control device for hybrid vehicle, hybrid vehicle including the same and control method for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve evacuation traveling capacity of a hybrid vehicle when an abnormality occurs in a rotating electric machine.SOLUTION: When an abnormality of a motor generator MG2 is detected, an evacuation traveling mode is set as a traveling mode by a control device 50 for a hybrid vehicle 100. When state quantity indicating a charge state of an electric storage device B exceeds a predetermined value in the evacuation traveling mode, the control device 50 executes lifting control for controlling a motor generator MG1 so that torque is generated in a direction of increasing the speed of an engine 2. When traveling driving force is requested during execution of the lifting control, the control device 50 causes the engine 2 to start and executes depressing control for controlling the motor generator MG1 so that torque is generated in a direction of decreasing the speed of the engine 2.

Description

  The present invention relates to a hybrid vehicle control device, a hybrid vehicle including the same, and a hybrid vehicle control method, and more particularly, to a hybrid vehicle control device including a planetary gear mechanically coupled to an internal combustion engine and a rotating electric machine, and the hybrid vehicle control device. The present invention relates to a hybrid vehicle and a hybrid vehicle control method.

  Japanese Patent Laying-Open No. 2011-235750 (Patent Document 1) discloses a hybrid vehicle including a planetary gear to which an internal combustion engine and first and second electric motors are connected. When an abnormality occurs in the second electric motor that can drive the drive shaft, this hybrid vehicle can retreat with power transmitted from the internal combustion engine to the drive shaft via the planetary gear (see Patent Document 1). .

JP 2011-235750 A JP 2010-241268 A JP 2007-118835 A JP 2006-320068 A

  The power generated by the internal combustion engine is also transmitted to the first electric motor via the planetary gear, and the first electric motor operates as a generator. At this time, the electric power generated by the first electric motor is stored in a power storage device mounted on the hybrid vehicle.

  However, when the state quantity indicating the state of charge of the power storage device increases, the power that can be received by the power storage device decreases, and thus the output of the internal combustion engine must be suppressed. In the retreat travel as described above, since the torque cannot be output from the second electric motor, the travel driving force gradually decreases.

  SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a hybrid vehicle control device and a hybrid vehicle including the hybrid vehicle control device that can improve the retreat travel capability of the hybrid vehicle when an abnormality occurs in the rotating electrical machine.

  Another object of the present invention is to provide a hybrid vehicle control method capable of improving the retreat travel capability of the hybrid vehicle when an abnormality occurs in the rotating electrical machine.

  According to the present invention, the hybrid vehicle includes an internal combustion engine, a first rotating electrical machine, a second rotating electrical machine, a planetary gear, and a power storage device. The second rotating electrical machine drives the drive shaft. The planetary gear is mechanically coupled to the output shaft of the internal combustion engine, the rotation shaft of the first rotating electrical machine, and the drive shaft. The power storage device can exchange power with the first and second rotating electric machines. The control device for a hybrid vehicle includes a travel mode setting unit and an operation control unit. The travel mode setting unit sets the travel mode to a retreat travel mode in which travel is performed using the power of the internal combustion engine transmitted to the drive shaft via the planetary gear when an abnormality of the second rotating electrical machine is detected. When the state quantity indicating the state of charge of the power storage device exceeds a predetermined value in the retreat travel mode, the operation control unit performs the first rotation so as to generate torque in a direction that increases the rotational speed of the internal combustion engine. The lifting control for controlling the electric machine is executed. When the travel driving force is requested during the lifting control, the operation control unit starts the internal combustion engine and generates the first rotating electric machine so as to generate torque in a direction that reduces the rotational speed of the internal combustion engine. Press down control to be controlled.

  Preferably, the operation control unit is configured to increase the rotational speed of the internal combustion engine while suppressing the output torque of the first rotating electrical machine when the request for the travel driving force continues after the execution of the push-down control. Rotational speed increase control for controlling the first rotating electric machine and the internal combustion engine is executed so that torque is generated.

Preferably, the operation control unit executes the push-down control again after executing the rotation speed increase control.
Preferably, the operation control unit repeatedly executes the rotation speed increase control and the push-down control while the request for the driving force is continued.

  Preferably, the speed change rate of the internal combustion engine during the speed increase control is smaller than the speed change rate of the internal combustion engine during the push-down control.

  According to the invention, the hybrid vehicle includes any one of the control devices described above.

  According to the invention, the hybrid vehicle includes the internal combustion engine, the first rotating electrical machine, the second rotating electrical machine, the planetary gear, and the power storage device. The second rotating electrical machine drives the drive shaft. The planetary gear is mechanically coupled to the output shaft of the internal combustion engine, the rotation shaft of the first rotating electrical machine, and the drive shaft. The power storage device can exchange power with the first and second rotating electric machines. The hybrid vehicle control method includes a step of setting the travel mode to a retreat travel mode in which travel is performed using the power of the internal combustion engine transmitted to the drive shaft via the planetary gear when an abnormality of the second rotating electrical machine is detected. And the first rotating electrical machine is controlled so that torque in the direction of increasing the rotational speed of the internal combustion engine is generated when the state quantity indicating the state of charge of the power storage device exceeds a predetermined value in the retreat travel mode. Performing the lifting control. The step of executing the first rotating electrical machine so as to start the internal combustion engine and generate a torque in a direction to reduce the rotational speed of the internal combustion engine when the driving force is requested during the lifting control. And a step of executing a push-down control for controlling.

  In the present invention, when the state quantity indicating the state of charge of the power storage device exceeds a predetermined value in the retreat travel mode, the first rotation is performed so that torque is generated in a direction that increases the rotational speed of the internal combustion engine. Lifting control for controlling the electric machine is executed. Thereby, the overcharge of an electrical storage apparatus can be suppressed when the 1st rotary electric machine consumes electric power.

  When the driving force is requested during the lifting control, the internal combustion engine is started and the first rotating electrical machine is controlled so as to generate torque in a direction that reduces the rotational speed of the internal combustion engine. Lowering control is executed. As a result, the traveling driving force can be generated using the change in inertia when the first rotating electrical machine reduces the rotational speed of the internal combustion engine. Therefore, according to the present invention, it is possible to improve the retreat travel capability of the hybrid vehicle when an abnormality occurs in the rotating electrical machine.

1 is a block diagram showing an overall configuration of a hybrid vehicle to which a control device according to Embodiment 1 of the present invention is applied. It is a figure which shows the alignment chart of the power split device during evacuation travel. It is a figure for demonstrating the outline | summary of the retreat travel control by Embodiment 1 of this invention. It is a functional block diagram regarding the retreat travel control of the control device shown in FIG. It is a flowchart which shows the control structure of the process which the operation | movement control part shown in FIG. 4 performs. It is a figure for demonstrating the outline | summary of the retreat travel control by Embodiment 2 of this invention. It is a figure for demonstrating the outline | summary of the retreat travel control by Embodiment 2 of this invention. It is a flowchart which shows the control structure of the process which the operation control part of the control apparatus by Embodiment 2 of this invention performs.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is a block diagram showing an overall configuration of a hybrid vehicle to which a control device according to Embodiment 1 of the present invention is applied. Referring to FIG. 1, hybrid vehicle 100 includes an engine 2, motor generators MG <b> 1 and MG <b> 2, a power split device 4, drive wheels 6, and a speed reducer 7. Hybrid vehicle 100 further includes power storage device B, PCU (power control unit) 20, and control device 50.

  Hybrid vehicle 100 runs using engine 2 and motor generator MG2 as power sources. The driving force generated by the engine 2 and the motor generator MG2 is transmitted to the drive wheels 6 through the speed reducer 7.

  The engine 2 is an internal combustion engine that outputs power by burning fuel such as a gasoline engine or a diesel engine. The engine 2 is configured to be electrically controllable by a signal DRV from the control device 50 such as a throttle opening (intake amount), fuel supply amount, and ignition timing.

  Motor generators MG1 and MG2 are AC rotating electric machines, for example, three-phase AC synchronous motors. Motor generator MG1 is used as a generator driven by engine 2 and also as a rotating electrical machine capable of starting engine 2. The electric power obtained by power generation by motor generator MG1 can be used for charging power storage device B, and can also be used for driving motor generator MG2. Motor generator MG2 is mainly used as a rotating electrical machine that drives drive wheels 6 of hybrid vehicle 100.

  The power split device 4 includes, for example, a planetary gear mechanism having three rotation shafts of a sun gear, a carrier, and a ring gear. The sun gear is coupled to the rotation shaft of motor generator MG1. The carrier is connected to the crankshaft of the engine 2. The ring gear is coupled to the drive shaft. Power split device 4 splits the driving force of engine 2 into power transmitted to the rotation shaft of motor generator MG1 and power transmitted to the drive shaft. The drive shaft transmits drive force to the drive wheels 6. The drive shaft is also coupled to the rotation shaft of motor generator MG2.

  If the rotation of two of the three rotating shafts of the power split device 4 is determined, the rotation of the remaining one rotating shaft is naturally determined. In such a configuration, the power generation amount of motor generator MG1 and the driving force of motor generator MG2 are controlled so that engine 2 operates in the most efficient region. In this way, an overall energy efficient vehicle is realized.

  The power storage device B is a chargeable / dischargeable DC power supply, and is configured by, for example, a secondary battery such as a nickel metal hydride battery or a lithium ion battery, or a capacitor. The power storage device B supplies power to the PCU 20 and is charged by the power from the PCU 20 during power regeneration. Power storage device B outputs a signal indicating a state quantity (hereinafter, also referred to as SOC (State of Charge)) indicating the state of charge of power storage device B to control device 50. The SOC of power storage device B can be calculated by various known methods using the output voltage and current of power storage device B.

  PCU 20 includes a converter 21 and inverters 22 and 23. Converter 21 is controlled by signal PWC from control device 50. Converter 21 boosts the voltage from power storage device B and supplies it to inverters 22 and 23. Converter 21 steps down the voltage generated by motor generators MG1 and MG2 and rectified by inverters 22 and 23 to charge power storage device B.

  Inverters 22 and 23 are connected to converter 21 in parallel. Inverters 22 and 23 are controlled by signals PWI1 and PWI2 from control device 50, respectively. Inverters 22 and 23 convert the DC power supplied from converter 21 into AC power to drive motor generators MG1 and MG2, respectively.

  The control device 50 determines the target driving force transmitted to the driving wheels 6 based on the accelerator opening, the brake depression amount, the hybrid vehicle speed, and the like. Then, control device 50 controls engine 2 and motor generators MG1 and MG2 so as to achieve an operation state in which the target driving force can be output efficiently.

  In the configuration as described above, when the motor generator MG2 has an abnormality, the retreat travel control is executed. Hereinafter, the retreat travel control will be described.

  FIG. 2 is a collinear diagram of the power split device 4 during retreat travel. FIG. 2 shows states of sun gear (coupled with the rotation shaft of motor generator MG1), carrier (coupled with the output shaft of engine 2), and ring gear (coupled with the drive shaft) included in power split device 4. The rotational speed of the drive shaft is the same as the rotational speed of motor generator MG2. The vertical axis in FIG. 2 indicates the number of rotations of the corresponding element (the same applies to FIGS. 3, 6 and 7 described below).

  Referring to FIG. 1 together with FIG. 2, the rotational speed Ne of the engine 2, the rotational speed Nm1 of the motor generator MG1, and the rotational speed Nd of the drive shaft (the rotational speed Nm2 of the motor generator MG2) are connected by a straight line in the collinear diagram. (Solid line W11 in FIG. 2).

  When abnormality occurs in motor generator MG2, hybrid vehicle 100 travels using torque transmitted from engine 2 to drive shaft via power split device 4 (hereinafter also referred to as “engine direct torque”). Can do. Hereinafter, such traveling is referred to as “engine direct traveling”. In direct engine traveling, the motor generator MG1 needs to be regeneratively driven in order to maintain the rotational speed Ne of the engine 2 at a desired rotational speed. The electric power generated by regenerative driving of motor generator MG1 is stored in power storage device B.

  Since the electric power stored in power storage device B is not consumed by motor generator MG2, the SOC of power storage device B continues to rise as the engine goes straight. Thus, it is conceivable that electric power stored in power storage device B is consumed by motor generator MG1 so that the SOC of power storage device B does not exceed the upper limit value.

  Specifically, when the driving force for running hybrid vehicle 100 is not required, motor generator MG1 is driven by powering. Then, the rotational speed of the output shaft of engine 2 increases due to the torque generated by motor generator MG1. Thereby, the SOC of power storage device B can be reduced.

  When the motor generator MG1 consumes the electric power stored in the power storage device B as described above and the driving force is required, the engine 2 is started and the engine goes straight.

  However, sufficient driving force may not be obtained only with engine direct torque. Therefore, in the first embodiment, when the rotational speed of the output shaft of engine 2 is increased by the torque generated by motor generator MG1, engine 2 is started and the rotational speed Ne of engine 2 is decreased. The motor generator MG1 is controlled so as to generate the torque. The driving force can be generated using the inertia change at this time. The details will be described below.

  FIG. 3 is a diagram for explaining the outline of the retreat travel control according to the first embodiment of the present invention. Referring to FIG. 1 together with FIG. 3, when an abnormality occurs in motor generator MG2, control device 50 sets the travel mode to the retreat travel mode. The retreat travel mode is a travel mode in which travel is possible using engine direct travel.

  When the SOC of power storage device B exceeds a predetermined value A in the retreat travel mode, control device 50 determines the rotational speed Ne of engine 2 when the driving force for traveling hybrid vehicle 100 is not required. Lifting control for controlling motor generator MG1 is executed so that torque in the increasing direction is generated. As a result, the rotational speed Ne of the engine 2 increases due to the driving force generated by the motor generator MG1 (solid line W12). Note that the supply of fuel to the engine 2 is stopped, and the engine 2 is rotating without generating power.

  At this time, since motor generator MG1 consumes the electric power stored in power storage device B, the SOC of power storage device B decreases. The predetermined value A is a value for determining that the SOC of the power storage device B is high.

  When the rotational speed Ne of the engine 2 is increased by the driving force generated by the motor generator MG1, the control device 50 starts the engine 2 and requests the rotational speed Ne of the engine 2 when the driving force is requested. The push-down control for controlling the motor generator MG1 is executed so as to generate the torque in the direction of reducing the torque. Thereby, rotation speed Nm1 of motor generator MG1 and rotation speed Ne of engine 2 are reduced (broken line W13).

  In the push-down control, in order to overcome the inertial forces of the motor generator MG1 and the engine 2 and rapidly reduce their rotational speed, the motor generator MG1 needs to instantaneously generate a large torque. At this time, the torque generated by motor generator MG1 (arrow A1 in FIG. 3) acts as a reaction force on the drive shaft via power split device 4, and thus torque in the direction in which hybrid vehicle 100 moves forward (arrow A3 in FIG. 3). Is transmitted to the drive shaft. The hybrid vehicle 100 can generate a driving force by using such inertia change.

  FIG. 4 is a functional block diagram relating to the retreat travel control of the control device 50 shown in FIG. Referring to FIG. 4, control device 50 includes an abnormality detection unit 51, a travel mode setting unit 52, and an operation control unit 53.

  Abnormality detection unit 51 detects an abnormality in motor generator MG2. Specifically, abnormality detection unit 51 determines that abnormality has occurred in motor generator MG2 when the current flowing through motor generator MG2 cannot be controlled to a desired state, or when the temperature of motor generator MG2 exceeds the upper limit value. to decide. Abnormality detection unit 51 outputs a signal FLG indicating the state of motor generator MG2 to travel mode setting unit 52.

  Traveling mode setting unit 52 sets the traveling mode to the retreat traveling mode when signal FLG received from abnormality detecting unit 51 indicates that abnormality has occurred in motor generator MG2. Travel mode setting unit 52 outputs a signal MODE indicating the travel mode to operation control unit 53.

  Operation control unit 53 controls motor generator MG1 to generate torque in a direction that increases engine 2 rotational speed Ne when SOC of power storage device B exceeds a predetermined value A in the retreat travel mode. (Solid line W12 in FIG. 3). When the motor generator MG1 generates torque in a direction to increase the rotational speed Ne of the engine 2, the operation control unit 53 determines that the engine control unit 53 is requested to drive the hybrid vehicle 100 when the driving force is required. 2 is started, and the motor generator MG1 is controlled so as to generate torque in a direction to decrease the rotational speed Ne of the engine 2 (broken line W13 in FIG. 3). Operation control unit 53 generates signal PWI1 for controlling motor generator MG1 and outputs it to PCU 20, and also generates signal DRV for controlling engine 2 and outputs it to engine 2.

  FIG. 5 is a flowchart showing a control structure of processing executed by the operation control unit 53 shown in FIG. Note that each step in the flowchart shown in FIG. 5 is executed in response to a predetermined period or a predetermined condition being established when a program stored in advance in control device 50 is called from the main routine. It is realized by. Alternatively, dedicated hardware (electronic circuit) can be constructed to realize the processing (the same applies to the flowchart shown in FIG. 8 described below).

  Referring to FIG. 5, operation control unit 53 determines in step (hereinafter, step is abbreviated as S) 10 whether or not the travel mode is set to the retreat travel mode. If it is not determined that the travel mode is set to the retreat travel mode (NO in S10), the following processing is not executed.

  When it is determined that the travel mode is set to the retreat travel mode (YES in S10), operation control unit 53 determines whether or not a driving force for traveling hybrid vehicle 100 is required. (S20). If it is determined that the driving force is required (YES in S20), the following processing is not executed.

  When it is not determined that the driving force is required (NO in S20), operation control unit 53 causes concern or shock that hybrid vehicle 100 moves backward as motor generator MG1 increases the rotational speed Ne of engine 2. It is determined whether or not there is a concern (S30). Specifically, the operation control unit 53 determines whether there is a concern that the vehicle will move backward or that a shock may occur based on the torque balance, the locking force due to parking lock, and the braking force due to the brake. . This torque balance is the torque due to the friction of the engine 2 transmitted to the drive shaft when the motor generator MG1 increases the rotational speed Ne, and the torque due to the gradient component due to the stationary friction of the vehicle and the inclination of the road surface on which the vehicle is placed. And balance.

  Further, operation control unit 53 determines that there is a concern that a shock due to gear backlash may occur when the direction of torque output from motor generator MG1 is reversed. If it is determined that there is a concern of retreating or a shock (YES in S30), the following processing is not executed. It is noted that operation control unit 53 can eliminate the fear of shock by suppressing the rotation speed and torque increase rate of motor generator MG1.

  If it is not determined that there is a concern of retreating or a shock (NO in S30), operation control unit 53 determines whether or not SOC of power storage device B is greater than a predetermined value A. (S40). If it is not determined that SOC of power storage device B is greater than predetermined value A (NO in S40), the following processing is not executed.

  If it is determined that the SOC of power storage device B is greater than a predetermined value A (YES in S40), operation control unit 53 generates a torque in a direction that increases engine 2 rotational speed Ne. Next, lifting control for controlling motor generator MG1 is executed (solid line W12 in FIG. 3) (S50).

  Subsequently, in S60, operation control unit 53 determines whether or not a driving force for running hybrid vehicle 100 is required. If it is not determined that the driving force is required (NO in S60), the lifting control is maintained until the driving force is required.

  When it is determined that the driving force is required (YES in S60), operation control unit 53 starts engine 2 and generates torque in a direction to decrease engine 2 rotational speed Ne. Push-down control for controlling motor generator MG1 is executed (broken line W13 in FIG. 3) (S70).

  As described above, in the first embodiment, when the SOC of power storage device B exceeds a predetermined value A in the retreat travel mode, torque is generated in a direction that increases the rotational speed Ne of engine 2. In this way, lifting control in which motor generator MG1 is controlled is executed. Thus, increase in SOC of power storage device B can be suppressed by motor generator MG1 consuming electric power.

  When travel driving force is requested during the lifting control, the engine 2 is started, and the motor generator MG1 is controlled to generate torque in a direction that reduces the rotational speed Ne of the engine 2. Control is executed. As a result, it is possible to generate the traveling driving force by utilizing the change in inertia when motor generator MG1 reduces the rotational speed Ne of engine 2. Therefore, according to the first embodiment, the retreat travel capability of hybrid vehicle 100 when an abnormality occurs in motor generator MG2 can be improved.

[Embodiment 2]
In the second embodiment of the present invention, a case will be described in which, after the push-down control is executed in the first embodiment, a request for driving force for running the hybrid vehicle continues. The overall configuration of hybrid vehicle 100A according to the second embodiment is the same as the overall configuration of hybrid vehicle 100 according to the first embodiment shown in FIG.

  6 and 7 are diagrams for illustrating the outline of the retreat travel control according to the second embodiment of the present invention. Referring to FIGS. 6 and 7, control device 50A according to the second embodiment of the present invention sets the travel mode to the retreat travel mode when an abnormality occurs in motor generator MG2, as in the first embodiment. When the SOC of power storage device B exceeds a predetermined value A in the retreat travel mode, control device 50A generates torque in a direction that increases engine 2 rotational speed Ne when travel driving force is not required. Thus, lifting control for controlling motor generator MG1 is executed.

  Then, when the rotational speed Ne of the engine 2 is increased by the driving force generated by the motor generator MG1, the control device 50A starts the engine 2 and starts the engine 2 when the traveling driving force is requested. Push-down control is performed to control motor generator MG1 so as to generate torque in a direction that reduces rotation speed Ne (broken line W13).

  Here, in the second embodiment, when the request for the driving force is continued after executing the push-down control, control device 50A suppresses the output torque of motor generator MG1 while suppressing the rotational speed of engine 2. Rotational speed increase control for controlling motor generator MG1 and engine 2 is executed so that torque in a direction to increase Ne is generated (solid line W14). At this time, control device 50A controls motor generator MG1 and engine 2 so that the rotational speed change rate of engine 2 during the rotational speed increase control is smaller than the rotational speed change rate of engine 2 during the push-down control. As a result, the rotational speed Ne slowly rises while suppressing the output torque of the motor generator MG1, so that it is possible to suppress the generation of reverse torque transmitted to the drive shaft. Therefore, it is possible to suppress the influence on the traveling driving force by the rotation speed increase control.

  Then, control device 50A executes the push-down control again after executing the rotation speed increase control (broken line W15). At this time, the traveling driving force can be generated using the change in inertia when motor generator MG1 reduces the rotational speed Ne of engine 2.

  Control device 50A repeatedly executes the rotational speed increase control and the push-down control while the request for the driving force is continued. The hybrid vehicle 100A can use torque generated intermittently by repeating the rotation speed increase control and the pushdown control as the driving force. Therefore, the hybrid vehicle 100A can increase the maximum value of the driving force.

  FIG. 8 is a flowchart showing a control structure of processing executed by operation control unit 53A of control device 50A according to the second embodiment of the present invention. Referring to FIG. 8, S10 to S70 are the same as those in the first embodiment, and therefore description thereof will not be repeated.

  When the engine 2 is started in S70 and the push-down control for controlling the motor generator MG1 so as to generate a torque in a direction to decrease the rotational speed Ne of the engine 2 is executed (broken line W13 in FIG. 6), the operation is performed. The control unit 53A determines whether or not the request for driving force continues (S80). If it is not determined that the request for driving force continues (NO in S80), the following processing is not executed.

  If it is determined that the request for driving force continues (YES in S80), operation control unit 53A increases the rotational speed Ne of engine 2 while suppressing the output torque of motor generator MG1. Is executed to control motor generator MG1 and engine 2 (solid line W14 in FIG. 6) (S90). At this time, operation control unit 53A controls motor generator MG1 and engine 2 so that the rotational speed change rate of engine 2 during the rotational speed increase control is smaller than the rotational speed change rate of engine 2 during the push-down control. .

  Subsequently, in S100, the operation control unit 53A executes push-down control for controlling the motor generator MG1 so as to generate torque in a direction that reduces the rotational speed Ne of the engine 2 while outputting torque. Broken line W15 in FIG.

  Subsequently, the operation control unit 53A returns the process to S80. In this way, the operation control unit 53A repeatedly executes the rotation speed increase control and the push down control while the request for the driving force is continued.

  As described above, in the second embodiment, the rotation speed increase control and the pushdown control are repeatedly executed while the request for the driving force is continued. Thereby, the hybrid vehicle 100A can use the torque generated intermittently by the repetition of the rotation speed increase control and the push-down control as the travel driving force. Therefore, the hybrid vehicle 100A can increase the maximum value of the driving force.

  In the above-described embodiment, the hybrid vehicle 100, 100A including the converter 21 has been described. However, a configuration without the converter 21 may be used.

  In the above, motor generators MG1 and MG2 correspond to “first rotating electrical machine” and “second rotating electrical machine” in the present invention, respectively, and engine 2 corresponds to “internal combustion engine” in the present invention. Power split device 4 corresponds to an example of “planetary gear” in the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

  2 engine, 4 power split device, 6 drive wheel, 7 speed reducer, 20 PCU, 21 converter, 22, 23 inverter, 50, 50A control device, 51 abnormality detection unit, 52 travel mode setting unit, 53 operation control unit, 100 , 100A hybrid vehicle, B power storage device, MG1, MG2 motor generator.

Claims (7)

A control device for a hybrid vehicle,
The hybrid vehicle
An internal combustion engine;
A first rotating electrical machine;
A second rotating electric machine for driving the drive shaft;
A planetary gear mechanically coupled to the output shaft of the internal combustion engine, the rotary shaft of the first rotating electrical machine and the drive shaft;
A power storage device capable of transferring power between the first and second rotating electrical machines,
The control device includes:
A travel mode setting unit that sets a travel mode to a retreat travel mode that travels using the power of the internal combustion engine transmitted to the drive shaft via the planetary gear when an abnormality of the second rotating electrical machine is detected. When,
When the state quantity indicating the state of charge of the power storage device exceeds a predetermined value in the retreat travel mode, the first rotating electric machine is configured to generate torque in a direction that increases the rotational speed of the internal combustion engine. An operation control unit for performing lifting control for controlling
The operation control unit starts the internal combustion engine and generates torque in a direction to decrease the rotational speed of the internal combustion engine when a travel driving force is requested during execution of the lifting control. The control apparatus of a hybrid vehicle which performs the pushing-down control which controls 1 rotary electric machine.   The operation control unit is configured to increase the rotational speed of the internal combustion engine while suppressing the output torque of the first rotating electrical machine when the request for the driving force is continued after the execution of the push-down control. 2. The hybrid vehicle control device according to claim 1, wherein a rotation speed increase control is performed to control the first rotating electric machine and the internal combustion engine so as to generate a torque of 2.   The control device for a hybrid vehicle according to claim 2, wherein the operation control unit executes the push-down control again after executing the rotation speed increase control.   The hybrid vehicle control device according to claim 3, wherein the operation control unit repeatedly executes the rotation speed increase control and the push-down control while the request for the driving force is continued.   The control apparatus for a hybrid vehicle according to claim 2, wherein a rate of change of the rotational speed of the internal combustion engine during the rotational speed increase control is smaller than a rate of change of the rotational speed of the internal combustion engine during the push-down control.   A hybrid vehicle comprising the control device according to claim 1. A control method for a hybrid vehicle,
The hybrid vehicle
An internal combustion engine;
A first rotating electrical machine;
A second rotating electric machine for driving the drive shaft;
A planetary gear mechanically coupled to the output shaft of the internal combustion engine, the rotary shaft of the first rotating electrical machine and the drive shaft;
A power storage device capable of transferring power between the first and second rotating electrical machines,
The control method is:
Setting a travel mode to a retreat travel mode that travels using the power of the internal combustion engine transmitted to the drive shaft via the planetary gear when an abnormality of the second rotating electrical machine is detected;
When the state quantity indicating the state of charge of the power storage device exceeds a predetermined value in the retreat travel mode, the first rotating electric machine is configured to generate torque in a direction that increases the rotational speed of the internal combustion engine. Performing lifting control for controlling
The executing step starts the internal combustion engine and generates torque in a direction that reduces the rotational speed of the internal combustion engine when a driving force is requested during the lifting control. A control method for a hybrid vehicle, including a step of performing a push-down control for controlling one rotating electrical machine.

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