JP2017226328A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle configured so as to consume electricity of a battery during retreat travelling.SOLUTION: The hybrid vehicle, when detecting occurrence of an abnormality in which a second motor for outputting power for travelling cannot be actuated, executes retreat travelling in which the vehicle travels by power from an engine and a first motor without using power from the second motor; and controls the engine, a supercharging motor of a super charger and the first motor so that electricity of the battery is consumed by the supercharging motor, while making the supercharging motor output torque in the opposite direction of a direction in which intake air is supercharged, from the supercharging motor. This allows the supercharging motor to consume the electricity of the battery while suppressing supercharging of the intake air.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle including an engine, an electric supercharger, first and second motors, and a planetary gear.

  Conventionally, this type of hybrid vehicle includes an engine, an electric supercharger (turbocharger with electric motor), a first motor (generator), a planetary gear (power split mechanism), and a second motor (drive motor). Have been proposed (see, for example, Patent Document 1). The electric supercharger includes a compressor impeller (intake side turbine), a turbine impeller (exhaust side turbine), a supercharging motor (electric motor), an intake side variable power transmission element, and an exhaust side variable power transmission element. ing. The supercharging motor has a rotating shaft connected to the compressor impeller via an intake side variable power transmission element and also connected to a turbine impeller via an exhaust side variable power transmission element. The intake-side variable power transmission element changes the rotational speed of the rotation shaft of the supercharging motor and transmits it to the compressor impeller. The exhaust-side variable power transmission element changes the speed of the exhaust turbine and transmits it to the rotating shaft of the supercharging motor. The planetary gear is connected to the crankshaft of the engine, the rotation shaft of the first motor, and the drive shaft. The rotation shaft of the second motor is connected to the drive shaft. The battery exchanges power with each of the first motor, the second motor, and the supercharged motor. In this hybrid vehicle, the intake-side variable power transmission element and the exhaust-side variable power are adjusted so that the rotation speed of the compressor impeller and the rotation speed of the turbine impeller are the rotation speeds according to the state of charge of the battery and the power consumption of the vehicle, respectively. By controlling the transmission element, the power generation amount of the supercharged motor is made appropriate.

JP 2013-238141 A

  By the way, in a hybrid vehicle including an engine, an electric supercharger, first and second motors, a planetary gear, and a battery, generally, when an abnormality that prevents the second motor from operating occurs, A retreat travel is performed in which the power from the engine and the first motor is used without using power. In such evacuation traveling, the first motor functions as a generator, so that the battery is charged and the storage ratio of the battery increases, which may lead to overcharging. Therefore, it is recognized as an important issue that battery power is consumed during retreat travel. Even in a hybrid vehicle having a compressor impeller and a supercharging motor as an electric supercharger, and a turbocharger of a type that does not have a turbine impeller, an intake side variable power transmission element, and an exhaust side variable power transmission element Therefore, it is recognized as an important issue that battery power is consumed during retreat travel.

  The main purpose of the hybrid vehicle of the present invention is to consume battery power during retreat travel.

  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
An engine having an intake pipe;
An electric supercharger having a compressor impeller disposed in the intake pipe, and a supercharging motor having a rotation shaft connected to the compressor impeller;
A first motor;
A planetary gear in which three rotating elements are connected to three axes of an output shaft of the engine, a rotating shaft of the first motor, and a driving shaft connected to an axle;
A second motor connected to the drive shaft;
A battery that exchanges electric power with the supercharging motor and the first and second motors;
A hybrid vehicle comprising:
When it is detected that a predetermined abnormality that prevents the second motor from operating has occurred, retreat travel is performed in which the power from the engine and the first motor travels without using the power from the second motor. The engine, the supercharging motor, and the first motor are configured such that the electric power of the battery is consumed by the supercharging motor while outputting the torque in the direction opposite to the supercharging direction from the supercharging motor. Control means for controlling
It is a summary to provide.

  In the hybrid vehicle of the present invention, when it is detected that a predetermined abnormality that prevents the second motor from operating has occurred, the retreat travel that travels with the power from the engine and the first motor without using the power from the second motor. And the engine, the supercharging motor, and the first motor so that the power of the battery is consumed by the supercharging motor while outputting the torque in the direction opposite to the supercharging direction from the supercharging motor. Control. Thereby, the power of the battery can be consumed by the supercharging motor while suppressing supercharging of the intake air. Here, the predetermined abnormality is not limited to the abnormality of the second motor, but also includes abnormality of peripheral components such as an inverter that drives the second motor.

  In such a hybrid vehicle of the present invention, the control means sets a torque in a direction opposite to the direction in which the intake air is supercharged to a torque command of the supercharged motor, and performs a demagnetizing field on the set torque command. The current value that is the square root of the sum of the square of the d-axis current command and the square of the q-axis current command is the maximum value within the range in which no large demagnetization occurs in the feed motor. The current phase and current value are set as the target current phase and target current value, the d-axis and q-axis current commands are set using the set target current phase and target current value, and the set d-axis, q The supercharging motor may be controlled using a shaft current command. If it carries out like this, the power consumption in a supercharging motor can be enlarged more, suppressing the demagnetization by a demagnetizing field.

  In the hybrid vehicle of the present invention, when it is detected that the predetermined abnormality has occurred, the control means performs the retreat travel when the storage ratio of the battery is equal to or higher than a predetermined ratio, and The engine, the supercharging motor, and the first motor are configured so that the electric power of the battery is consumed by the supercharging motor while outputting a torque in a direction opposite to the direction of supercharging the intake air from the supercharging motor. May be controlled. If it carries out like this, when the electrical storage ratio of a battery is less than predetermined ratio, it can suppress that the electric power of a battery is consumed by a supercharging motor. Here, the “storage ratio” is the ratio of the capacity of power that can be discharged from the battery to the total capacity of the battery.

  Furthermore, in the hybrid vehicle of the present invention, when the control means detects that the predetermined abnormality has occurred, when the temperature of the coil winding of the supercharge motor exceeds a predetermined temperature, the supercharge motor The engine and the first motor may be controlled to execute the retreat travel without driving the motor. If it carries out like this, it can suppress that the temperature of the coil winding of a supercharging motor further raises at the time of evacuation driving.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of an engine 22. FIG. It is a flowchart which shows an example of the process routine at the time of the retreating run performed by HVECU70 of an Example. It is explanatory drawing which shows an example of the relationship between the electric current phase in a supercharging motor, and a torque. FIG. 10 is a configuration diagram showing an outline of an engine 222 mounted on a hybrid vehicle of a modified example.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a supercharger 29, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as a hybrid electronic control unit). , “HVECU”) 70.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. FIG. 2 is a configuration diagram showing an outline of the engine 22. As shown in the figure, the engine 22 draws air purified by the air cleaner 122 into the intake pipe 125, passes the throttle valve 124 disposed in the intake pipe 125, and is downstream of the throttle valve 124 in the intake pipe 125. Then, fuel is injected from the fuel injection valve 126 to mix air and fuel, and this mixture is sucked into the combustion chamber 129 through the intake valve 128. Then, the sucked air-fuel mixture is exploded and burned by an electric spark from the spark plug 130, and the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas discharged from the combustion chamber 129 through the exhaust valve 131 into the exhaust pipe 133 is a purification catalyst that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). It is discharged to the outside air through a purification device 134 having a source catalyst).

  The supercharger 29 is disposed upstream of the throttle valve 124 in the intake pipe 125 (between the air cleaner 122 and the throttle valve 124). The supercharger 29 includes a compressor impeller 171 disposed in the intake pipe 125 and a supercharge motor 172 that rotates the compressor impeller 171. The supercharger 29 is supercharged by rotating the compressor impeller 171 by a supercharge motor 172.

  The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24. Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port. .

  As shown in FIG. 2, signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via an input port. The signals input to the engine ECU 24 include the crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26, the coolant temperature Tw from the coolant temperature sensor 142 that detects the coolant temperature of the engine 22, the intake valve The cam angle θci, θco from the cam position sensor 144 that detects the rotational position of the intake camshaft that opens and closes 128 and the rotational position of the exhaust camshaft that opens and closes the exhaust valve 131, and the position of the throttle valve 124 provided in the intake pipe 125. The throttle opening TH from the throttle valve position sensor 146, the intake air amount Qa from the air flow meter 148 attached to the intake pipe 125, the intake air temperature Ta from the temperature sensor 149 attached to the intake pipe 125, and the intake pipe 1 25, the intake pressure Pin from the intake pressure sensor 158 that detects the pressure in the air 25, the catalyst temperature Tc from the temperature sensor that detects the temperature of the purification catalyst of the purification device 134, the air-fuel ratio AF from the air-fuel ratio sensor 135a, and the oxygen sensor 135b The oxygen signal O2, the coil temperature Tcoil from the temperature sensor 172a that detects the temperature of the coil winding of the supercharging motor 172, and the like.

  Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. Signals output from the engine ECU 24 include a drive control signal to the throttle motor 136 that adjusts the position of the throttle valve 124, a drive control signal to the fuel injection valve 126, and a drive control to the ignition coil 138 integrated with the igniter. A signal, a drive control signal to the supercharger motor 172 that drives the compressor impeller 171 of the supercharger 29, and the like can be given.

  The engine ECU 24 is connected to the HVECU 70 via a communication port, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 140.

  As shown in FIG. 1, the planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 39a and 39b via a differential gear 38. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. Inverters 41 and 42 are connected to battery 50 by power line 54. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .

  Signals from various sensors necessary for driving and controlling the motors MG1, MG2 are input to the motor ECU 40 via the input port. As a signal input to the motor ECU 40, a current sensor that detects a rotational position θm1, θm2 from a rotational position detection sensor that detects a rotational position of the rotor of the motors MG1, MG2 and a current that flows in each phase of the motors MG1, MG2. The phase current from can be mentioned.

  The motor ECU 40 outputs a switching control signal to a switching element (not shown) of the inverters 41 and 42 through an output port.

  The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 controls driving of the motors MG1 and MG2 by a control signal from the HVECU 70 and outputs data related to the driving state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensor.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the inverters 41 and 42 via a power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .

  Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Signals input to the battery ECU 52 include the battery voltage Vb from the voltage sensor installed between the terminals of the battery 50, the battery current Ib from the current sensor attached to the output terminal of the battery 50, and the battery 50. The battery temperature Tb from a temperature sensor etc. can be mentioned.

  The battery ECU 52 is connected to the HVECU 70 via a communication port, and outputs data relating to the state of the battery 50 to the HVECU 70 as necessary. Battery ECU 52 calculates power storage rate SOC based on the integrated value of battery current Ib from the current sensor. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU.

  Signals from various sensors are input to the HVECU 70 via input ports. Signals input to the HVECU 70 include an ignition signal from the ignition switch 80, a shift position SP from the 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. Accelerator opening degree Acc from, brake pedal position BP from brake pedal position sensor 86 for detecting the depression amount of brake pedal 85, vehicle speed V from vehicle speed sensor 88, and the like.

  As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  In the hybrid vehicle 20 of the embodiment configured in this way, the vehicle travels in one of a plurality of travel modes including a hybrid travel (HV travel) mode and an electric travel (EV travel) mode. Here, the HV traveling mode is a mode in which the engine 22 is operated using the power from the engine 22 and the power from the motors MG1 and MG2. The EV traveling mode is a mode in which the engine 22 is driven by the power from the motor MG2 without operating the engine 22.

  During travel in the HV travel mode, the HVECU 70 sets the required torque Tr * required for travel based on the accelerator opening Acc and the vehicle speed V, and sets the rotational speed Nr ( For example, the traveling power Pdrv * required for traveling is calculated by multiplying the rotational speed Nm2 of the motor MG2 and the rotational speed obtained by multiplying the vehicle speed V by a conversion factor), and the battery 50 is calculated from the calculated traveling power Pdrv *. The required power Pe * required for the vehicle is set by subtracting the charge / discharge required power Pb * (a negative value when charging the battery 50) based on the storage ratio SOC. The target rotational speed Ne *, the target torque Te *, and the torque commands Tm1 * of the motors MG1, MG2 are output so that the required power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 36. , Tm2 * are set, the intake air amount control, fuel injection control, ignition control, etc. of the engine 22 are performed so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *, and the motors MG1, MG2 have torque Switching control of the switching elements of the inverters 41 and 42 is performed so as to be driven by the commands Tm1 * and Tm2 *. During traveling in the HV traveling mode, when the stop condition of the engine 22 is satisfied, for example, when the required power Pe * is less than the stop threshold value Pstop, the operation of the engine 22 is stopped and the traveling in the EV traveling mode is performed. Transition.

  During travel in the EV travel mode, the HVECU 70 sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, sets the value 0 to the torque command Tm1 * of the motor MG1, and drives the required torque Tr *. The torque command Tm2 * of the motor MG2 is set so as to be output to the shaft 36, and switching control of the switching elements of the inverters 41 and 42 is performed so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. When traveling in the EV traveling mode, the engine 22 is started when the starting condition of the engine 22 is satisfied, such as when the required power Pe * calculated in the same manner as traveling in the HV traveling mode reaches or exceeds the starting threshold value Pstart. And it transfers to driving | running | working in HV driving mode.

  In the hybrid vehicle 20 of the embodiment, the current value of the rotational position detection sensor that detects the rotational position of the rotor of the motor MG2 and the current sensor that detects the current flowing in each phase of the motor MG2 is a value far from the normal value. When an abnormality that prevents the motor MG2 from operating is detected, such as when the motor MG2 is operating, the control of the motor MG2 is stopped and the evacuation travel mode in which the power from the engine 22 and the motor MG1 travels without using the power from the motor MG2 Run. During travel in the retreat travel mode, the HVECU 70 sets the required torque Tr * and outputs the set required torque Tr * to the drive shaft 36 in the same manner as during travel in the HV travel mode. The target rotational speed Ne *, the target torque Te *, and the torque command Tm1 * of the motor MG1 are set, and the intake air amount control of the engine 22 is performed so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. In addition, the fuel injection control and the ignition control are performed, and the switching control of the switching element of the inverter 41 is performed so that the motor MG1 is driven by the torque command Tm1 *. When traveling in the retreat travel mode, the torque Te from the engine 22 is received by the torque Tm1 of the motor MG1, whereby torque (−Tm1 / ρ, ρ is the gear ratio of the planetary gear 30) as a reaction force is applied to the drive shaft 36. Since it is output, it travels with the torque as the reaction force. At this time, the motor MG1 functions as a generator.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when retreating will be described. FIG. 3 is a flowchart illustrating an example of a processing routine for retreat travel that is executed by the HVECU 70 according to the embodiment. This routine is repeatedly executed when an abnormality that prevents the motor MG2 from operating occurs and the retreat travel is being executed.

  When this routine is executed, the HVECU 70 executes a process of inputting data necessary for control such as the storage ratio SOC, the coil temperature Tcoil, and the intake air amount Qa (step S100). The power storage ratio SOC is calculated by the battery ECU 52 and input by communication. The coil temperature Tcoil is input by communication through the engine ECU 24 as detected by the temperature sensor 172a. The intake air amount Qa is detected by the air flow meter 148 and input via the engine ECU 24 by communication.

  When the power storage rate SOC is thus input, it is determined whether or not the power storage rate SOC is greater than a predetermined rate SOCref (step S110). The predetermined ratio SOCref is a threshold value for determining whether or not the increase in the storage ratio SOC should be suppressed, and is set to 65%, 70%, 75%, or the like, for example.

  When the storage ratio SOC is equal to or less than the predetermined value SOCref, it is determined that there is no need to suppress the increase in the storage ratio SOC of the battery 50, and this routine is terminated.

  When the power storage rate SOC exceeds the predetermined value SOCref, it is determined that the increase in the power storage rate SOC of the battery 50 should be suppressed, and then it is determined whether or not the coil temperature Tcoil is equal to or lower than the predetermined temperature Tref ( Step S120). The predetermined temperature Tref is a threshold value for determining whether or not the supercharging motor 172 can be driven.

  When the coil temperature Tcil exceeds the predetermined temperature Tref, it is determined that the supercharging motor 172 should not be driven, and this routine is terminated.

  When the coil temperature Tcoil is lower than the predetermined temperature Tref, it is determined that the supercharging motor 172 can be driven, and the torque command Tq * of the supercharging motor 172 is set based on the intake air amount Qa (step S130). . The torque command Tq * is a torque that suppresses the rotation of the compressor impeller 171 due to the flow of intake air, that is, a torque in the direction opposite to the direction in which the intake air is supercharged. As the torque that can sufficiently feed the intake air, the larger the intake air amount Qa, the larger is set in the direction opposite to the direction in which the intake air is supercharged.

  Subsequently, the current value Ip and the current phase θp for driving and controlling the supercharging motor 172 using the d-axis and q-axis current commands Id * and Iq based on the torque command Tq * are set and the set current value Ip and current phase θp are transmitted to engine ECU 24 (step S140), and this routine is terminated. The current value Ip is the square root of the sum of the square of the d-axis current command Id * and the square of the q-axis current command Iq *. The current phase θp is an angle with respect to the q-axis of a vector having the d-axis and q-axis current commands Id * and Iq * as components of the d-axis and q-axis. Details of setting the current value Ip and the current phase θp will be described later. The engine ECU 24 that has received the current value Ip and the current phase θp sets the d-axis and q-axis current commands Id * and Iq * using the current value Ip and the current phase θp, and sets the U-phase of the supercharging motor 172. , V-phase, and W-phase, the total current flowing through the W-phase is 0. Using the electrical angle θe of the supercharging motor 172, the U-phase and V-phase currents Iu, Iv are d-axis, q-axis current Id, Coordinate conversion to Iq (three-phase two-phase conversion). The d-axis and q-axis voltage commands Vd * and Vq * are calculated based on the differences ΔId and ΔIq between the d-axis and q-axis current commands Id * and Iq * and the currents Id and Iq. Next, using the electrical angle θe, the d-axis and q-axis voltage commands Vd * and Vq * are coordinate-converted into U-phase, V-phase and W-phase voltage commands Vu *, Vv * and Vw * (two-phase three-phase Phase conversion), the voltage commands Vu *, Vv *, and Vw * are converted into PWM signals, and the supercharged motor 172 is controlled using the PWM signals. Thus, by driving the supercharging motor 172 with the torque command Tq *, the supercharging motor 172 can consume the electric power of the battery 50 without increasing the supercharging pressure.

  Here, the setting of the current value Ip and the current phase θp will be described. FIG. 4 is an explanatory diagram showing an example of the relationship among the torque command Tq *, the current value Ip, and the current phase θp. In the figure, each solid line indicates the relationship between the current phase θp and the torque command Tq * with respect to the same current value Ip. “O” is a point determined by experiment or analysis in advance as a point where the demagnetizing field does not cause a large demagnetization among the points determined by the torque command Tq *, the current value Ip, and the current phase θp. An example is illustrated, and “×” indicates that a large demagnetization occurs in the supercharged motor 172 due to a demagnetizing field among points determined by the torque command Tq *, the current value Ip, and the current phase θp. An example of the points determined in is shown. In the embodiment, with respect to the set torque command Tq *, the current phase at which the current value becomes the maximum value and the current value at that time within the range in which no large demagnetization occurs in the supercharged motor 172, and the current value at that time are the current phase θp and current It is set as a value Ip (for example, point A in the figure). By setting the current value Ip and the current phase Ip as described above, the current phase θp and the current value Ip are set without considering the magnitude of the demagnetization or current value (for example, point B in the figure), The power consumption can be increased while suppressing the demagnetization of the supercharging motor 172. When traveling in the retreat traveling mode, as described above, the motor MG1 functions as a generator, but by suppressing the charging of the battery 50 by increasing the power consumption of the supercharging motor 172, charging is avoided. And increase in the storage rate SOC of the battery 50 can be suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, when it is detected that an abnormality in which the motor MG2 cannot operate is detected, the retreat that travels with the power from the engine 22 and the motor MG1 without using the power from the motor MG2. The engine 22 and the supercharging motor 172 are configured so that the electric power of the battery 50 is consumed by the supercharging motor 172 while executing the traveling and outputting the torque in the direction opposite to the supercharging direction from the supercharging motor 172. And motor MG1 can be controlled to consume battery 50 power.

  According to the hybrid vehicle 20 of the embodiment, the supercharging of the intake air is suppressed by outputting the torque in the direction opposite to the direction of supercharging the intake air from the supercharging motor 172. In a hybrid vehicle equipped with an engine having a configuration different from that of the engine 22, the control that outputs the torque in the direction opposite to the direction in which the intake air is supercharged from the supercharged motor 172 is combined with the other control to pass through the compressor impeller 171. The amount of air to be increased may be further increased.

  FIG. 5 is a configuration diagram illustrating an example of a configuration of an engine 222 mounted on a hybrid vehicle according to a modification. The engine 222 of the modified example has the configuration of the engine 22 of the embodiment, except that an exhaust gas recirculation device (hereinafter referred to as “EGR (Exhaust Gas Recirculation) device”) 260 and a bypass pipe 270 are provided. It has the same configuration. Therefore, the same components as those of the engine 22 are denoted by the same reference numerals as those of the engine 22 and detailed description thereof is omitted.

  The EGR device 260 includes an EGR pipe 261, an EGR valve 263 as an exhaust gas recirculation valve, and an EGR motor 264. The EGR pipe 261 communicates the upstream side of the exhaust pipe 133 with respect to the purification device 134 and the surge tank 125 a on the downstream side of the throttle valve 124 in the intake pipe 125. The EGR valve 263 is disposed in the EGR pipe 261 and is configured to be able to switch whether the exhaust pipe 133 and the intake pipe 125 are communicated or blocked. The EGR motor 264 adjusts the opening degree of the EGR valve 263. The EGR device 260 adjusts the opening amount of the EGR valve 263 by the EGR motor 264 to adjust the recirculation amount of the exhaust pipe 133 to recirculate to the intake pipe 125. The engine 222 can suck the air / exhaust gas / gasoline mixture into the combustion chamber 129 in this manner. The EGR motor 264 is controlled by the engine ECU 24.

  The bypass pipe 270 communicates the upstream side of the compressor impeller 171 and the downstream side (upstream side of the throttle valve 124) of the intake pipe 125. A bypass valve 272 is disposed in the bypass pipe 270 and is configured to be able to switch between connecting and blocking the upstream side and the downstream side of the intake pipe 125 via the bypass pipe 270. The opening degree of the bypass valve 272 is adjusted by a bypass valve motor 274. The bypass valve motor 274 is controlled by the engine ECU 24.

  In the hybrid vehicle of the modified example, when it is detected that an abnormality in which the motor MG2 cannot be operated is generated, the retreat travel is executed, and the torque in the direction opposite to the direction in which the intake air is supercharged is output from the supercharge motor 172. The supercharger motor 172 controls the engine 22, supercharger motor 172, and motor MG1 so that the electric power of the battery 50 is consumed, and the EGR motor 264 is controlled so that the EGR valve 263 is fully closed. The bypass valve motor 274 is controlled so that the bypass valve 272 is fully closed. By fully closing the EGR valve 263 and the bypass valve 272, the amount of air passing through the compressor impeller 171 becomes smaller, so that the supercharging of the intake air is made smaller and the torque output from the engine 22 increases. Thus, an increase in the electric power generated by the motor MG1 can be suppressed by increasing the torque Tm1 of the motor MG1.

  The engine 222 of the hybrid vehicle according to the modified example includes the EGR device 260 and the bypass pipe 270. However, since at least one of the EGR device 260 and the bypass pipe 270 may be included, for example, the bypass pipe 270 is provided. The EGR device 260 may be provided without being provided.

  In the hybrid vehicle of the embodiment and the hybrid vehicle of the modified example, the determinations of steps S110 and S120 are performed, but only one of the determinations of steps S110 and S120 may be performed, or the determination of steps S110 and S120. Without performing step S <b> 100, step S <b> 130 and subsequent steps may be performed after step S <b> 100.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to “engine”, the supercharger 29 corresponds to “electric supercharger”, the motor MG1 corresponds to “first motor”, and the planetary gear 30 corresponds to “planetary gear”. The motor MG2 corresponds to a “second motor”, the battery 50 corresponds to a “battery”, and a combination of the engine ECU 24, the motor EUC 40, and the HVECU 70 corresponds to a “control unit”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, 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.

  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 can be used in the manufacturing industry of hybrid vehicles.

  20 hybrid vehicle, 22, 222 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 29 supercharger, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 Electronic control unit for motor (motor ECU), 41, 42 Inverter, 50 battery, 52 Electronic control unit for battery (battery ECU), 54 Power line, 70 Electronic control unit for hybrid (HVECU), 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, 122 Air Reina, 124 Throttle valve, 125 Intake pipe, 125a Surge tank, 126 Fuel injection valve, 128 Intake valve, 129 Combustion chamber, 130 Spark plug, 131 Exhaust valve, 132 Piston, 133 Exhaust pipe, 134 Purifier, 135a Air-fuel ratio sensor 135b Oxygen sensor, 136 Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149, 172a Temperature sensor, 158 Intake pressure sensor, 171 Compressor Impeller, 172 Supercharged motor, 260 Exhaust gas recirculation (EGR) device, 261 EGR pipe, 263 EGR valve, 264 EGR motor, 270 bar Pass tube, 272 bypass valve, motor 274 bypass valve, MG1, MG2 motor.

Claims (1)

An engine having an intake pipe;
An electric supercharger having a compressor impeller disposed in the intake pipe, and a supercharging motor having a rotation shaft connected to the compressor impeller;
A first motor;
A planetary gear in which three rotating elements are connected to three axes of an output shaft of the engine, a rotating shaft of the first motor, and a driving shaft connected to an axle;
A second motor connected to the drive shaft;
A battery that exchanges electric power with the supercharging motor and the first and second motors;
A hybrid vehicle comprising:
When it is detected that a predetermined abnormality that prevents the second motor from operating has occurred, retreat travel is performed in which the power from the engine and the first motor travels without using the power from the second motor. The engine, the supercharging motor, and the first motor are configured such that the electric power of the battery is consumed by the supercharging motor while outputting the torque in the direction opposite to the supercharging direction from the supercharging motor. Control means for controlling
A hybrid vehicle comprising:

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