JP4277867B2 - Vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress an unnatural feeling of a driver by sufficiently coping with a request braking torque regardless of whether an engine is normal or not concerning a vehicle where a first motor, the engine, and a driving shaft connected to driving wheels are respectively connected to the sun gear, carrier, and ring gear of a planetary gear mechanism and also a second motor is connected to the driving shaft via a transmission. <P>SOLUTION: When the regenerative braking of the second motor is enabled in braking (S130-S160), the request braking torque Tr<SP>*</SP>is outputted from the friction torque of the engine and the regenerative braking torque of the second motor when the engine is normal (S170-S220), and is outputted only from the regenerative braking torque Tr<SP>*</SP>of the second motor when the engine fails (S240, S200-S220). <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

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

Conventionally, this type of vehicle travels by outputting the power from the engine and the power from the motor generator to the drive wheels via the automatic transmission, and at the time of braking, the engine brake and the regenerative braking torque of the motor generator A device that obtains a desired braking force has been proposed (see, for example, Patent Document 1). In this vehicle, when the motor generator is abnormal during braking, a desired braking force can be obtained by engine braking by shifting the automatic transmission according to the required braking force.
JP-A-10-73161

  In the above-mentioned vehicle, although it is possible to suppress the driver from feeling uncomfortable due to a failure in obtaining a desired braking force when the motor generator is abnormal during braking or a shock due to a sudden change in the braking force of the vehicle, The braking force of the vehicle changes suddenly when an abnormality occurs in the engine while giving the driver a sense of incongruity because the desired braking force cannot be obtained during braking in which an abnormality has occurred. The driver may be shocked by accident.

  One object of the vehicle and the control method thereof according to the present invention is to prevent the driver from feeling uncomfortable or shocked when the braking force is requested on the axle side. Another object of the vehicle and the control method thereof according to the present invention is to sufficiently satisfy the braking force requirement even when an abnormality occurs in the engine system including at least the internal combustion engine and the motoring means. Furthermore, the vehicle and the control method thereof according to the present invention suppress a sudden change in the braking force output to the axle side when an abnormality occurs in the engine system while the braking force is being output to the axle side. One of the purposes. One object of the vehicle and the control method thereof according to the present invention is to sufficiently satisfy the braking force request even when an abnormality occurs in the electric motor system including at least the electric motor. Further, the vehicle and the control method thereof according to the present invention suppress a sudden change in the braking force output to the axle side when an abnormality occurs in the motor system while the braking force is being output to the axle side. One of the purposes.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

The first vehicle of the present invention is
An internal combustion engine capable of outputting power to the axle side and generating rotational resistance with rotation;
Motoring means capable of motoring the internal combustion engine;
An electric motor capable of inputting and outputting power to the axle side;
Power storage means capable of exchanging electric power with the motoring means and the electric motor,
When a braking force request is made on the axle side, when a predetermined engine system abnormality does not occur in at least the engine system including the internal combustion engine and the motoring means, the braking force based on the braking force request is applied to the internal combustion engine. The internal combustion engine, the motoring means, and the electric motor are controlled so as to be output to the axle side by at least one of a braking force due to rotational resistance and a braking force due to regenerative braking of the electric motor, and the engine system includes the Control means for controlling the motor so that a braking force based on the braking force request is output to the axle side by a braking force generated by regenerative braking of the motor when a predetermined engine system abnormality occurs;
It is a summary to provide.

  In the first vehicle of the present invention, when a braking force request is made on the axle side, when a predetermined engine system abnormality does not occur in at least the engine system including the internal combustion engine and the motoring means, the braking force request is based. The internal combustion engine, the motoring means, and the motor are controlled so that the braking force is output to the axle side by at least one of the braking force due to the rotational resistance of the internal combustion engine and the braking force due to the regenerative braking of the electric motor. When the engine system abnormality occurs, the motor is controlled so that the braking force based on the braking force request is output to the axle side by the braking force generated by the regenerative braking of the motor. That is, when the engine system is normal, at least one of the braking force due to the rotational resistance of the internal combustion engine, that is, the so-called engine brake and the braking force due to the regenerative braking of the electric motor responds to the braking force request, and an abnormality occurs in the engine system. When the motor is in operation, the braking force request is met by the braking force generated by the regenerative braking of the electric motor. As a result, even when an abnormality occurs in the engine system and the output to the axle side of the braking force due to the rotational resistance of the internal combustion engine is restricted, the braking force request can be sufficiently satisfied, and the driver feels uncomfortable. Can be suppressed.

  In the first vehicle of the present invention, the control means is a means for controlling when the abnormality occurs in the internal combustion engine as when the predetermined engine system abnormality occurs in the engine system. It is also possible to control the time when the internal combustion engine cannot be motored by the motoring means as when the predetermined engine system abnormality occurs in the engine system. In this way, it is possible to sufficiently satisfy the braking force request even when an abnormality occurs in the internal combustion engine or when the internal combustion engine cannot be motored by the motoring means.

  Further, in the first vehicle of the present invention, the control means is configured to control based on the braking force request when the braking force request is made on the axle side and when the predetermined engine system abnormality does not occur in the engine system. The internal combustion engine, the motoring means, and the electric motor are controlled so that power is output to the axle side by at least one of braking force due to rotational resistance of the internal combustion engine and braking force due to regenerative braking of the electric motor. When the predetermined engine system abnormality occurs in the engine system during the control, the braking force based on the braking force request is output to the axle side by the braking force by the regenerative braking of the electric motor. It may be a means for controlling the electric motor. In this way, when an abnormality occurs in the engine system while the braking force is output to the axle side by at least one of the braking force due to the rotational resistance of the internal combustion engine and the braking force due to the regenerative braking of the electric motor, It is possible to suppress a sudden change in the braking force output to the axle side, and to suppress a shock to the driver.

  The first vehicle of the present invention further includes a braking force applying means capable of applying a braking force to the axle, and the control means includes at least the electric motor when a braking force request is made on the axle side. When a predetermined motor system abnormality does not occur in the electric motor system and the predetermined engine system abnormality does not occur in the engine system, the braking force based on the braking force request is applied to the braking force due to the rotational resistance of the internal combustion engine and the motor The internal combustion engine, the motoring means, and the electric motor are controlled so as to be output to the axle side by at least one of the braking force by regenerative braking, and the predetermined electric motor system abnormality has not occurred in the electric motor system. When the predetermined engine system abnormality has occurred in the engine system, the braking force based on the braking force request is output to the axle side by the braking force generated by the regenerative braking of the motor. When the predetermined motor system abnormality has occurred in the motor system, but the predetermined engine system abnormality has not occurred in the engine system, the braking force based on the braking force request is applied to the internal combustion engine. The internal combustion engine and the motoring means are controlled so as to be output to the axle side by a braking force due to a rotational resistance, the predetermined motor system abnormality has occurred in the motor system, and the predetermined engine in the engine system It is means for controlling the braking force applying means so that a braking force based on the braking force request is output to the axle side by a braking force applied from the braking force applying means when a system abnormality occurs. You can also That is, when both the electric motor system and the engine system are normal, the electric motor system is normal because at least one of the braking force due to the rotational resistance of the internal combustion engine and the braking force due to the regenerative braking of the electric motor responds to the braking force request. When an abnormality occurs in the engine system, the braking force request is responded by the braking force generated by the regenerative braking of the motor. When the abnormality occurs in the motor system and the engine system is normal, the braking force is generated by the braking force generated by the rotation resistance of the internal combustion engine. In response to the request, when an abnormality occurs in both the electric motor system and the engine system, the braking force request is responded by the braking force applied from the braking force applying means. As a result, even when an abnormality occurs in at least one of the electric motor system and the engine system, it is possible to sufficiently respond to the braking force request and to suppress the driver from feeling uncomfortable.

  Further, in the first vehicle of the present invention, when the braking force request is made on the axle side, the control means does not cause the predetermined motor system abnormality to occur in the motor system, and sets the predetermined power in the engine system. When no engine system abnormality has occurred, the braking force based on the braking force request is output to the axle side by at least one of the braking force due to the rotational resistance of the internal combustion engine and the braking force due to the regenerative braking of the electric motor. The normal time control for controlling the internal combustion engine, the motoring means and the electric motor is executed, and when the predetermined engine system abnormality occurs in the engine system during the normal time control, the control is performed. The engine system abnormality control is performed to control the motor so that the braking force based on the power demand is output to the axle side by the braking force generated by the regenerative braking of the motor, and the normal time control is performed. The internal combustion engine and the internal combustion engine so that a braking force based on the braking force request is output to the axle side by a braking force due to a rotation resistance of the internal combustion engine when the predetermined motor system abnormality occurs in the motor system The engine system abnormal control for controlling the motoring means is executed, and the predetermined motor system abnormality occurs in the motor system while the normal control is being executed, and the predetermined engine system is generated in the engine system. When the abnormality occurs, the motor system engine abnormality control is performed to control the braking force applying means so that the braking force based on the braking force request is output to the axle side by the braking force applied from the braking force applying means. It can also be a means for performing. In this way, at least one of the electric motor system and the engine system during the output of the braking force to the axle side by at least one of the braking force due to the rotational resistance of the internal combustion engine and the braking force due to the regenerative braking of the electric motor. When an abnormality occurs on one side, it is possible to suppress a sudden change in the braking force output to the axle side, and to suppress a shock to the driver.

  In the first vehicle of the present invention of the aspect corresponding to the braking force request according to the state of the electric motor system and the engine system, the control means applies the predetermined time to the electric motor system when the electric motor cannot be regeneratively braked. It may be a means to control as when the electric motor system abnormality occurs, or when the predetermined electric motor system abnormality occurs in the electric motor system when the temperature of the electric motor system is equal to or higher than a predetermined temperature It can also be a means to control as follows. In these cases, even when the electric motor cannot be regeneratively braked, the braking force request can be sufficiently met. Further, the control means is means for controlling when the power storage means is in a non-chargeable state as when the predetermined motor system abnormality occurs in the motor system including at least the power storage means in addition to the motor. It can also be. In this way, it is possible to sufficiently satisfy the braking force request even when the braking force due to the regenerative braking of the electric motor cannot be output to the axle side because the power storage means cannot be charged with electric power. And a transmission means connected to the rotating shaft of the electric motor and the axle side for transmitting power between the rotating shaft of the electric motor and the axle side in accordance with a change in gear position. When the power cannot be transmitted between the rotating shaft of the motor and the axle side by the means when the predetermined motor system abnormality occurs in the motor system including at least the speed change means in addition to the motor. It can also be a means for controlling. In this way, even when the transmission means cannot transmit the power between the rotating shaft of the electric motor and the axle side, the braking force request can be sufficiently met.

  In the first vehicle of the present invention, the motoring means is connected to the output shaft and the axle side of the internal combustion engine, and at least one of the power from the internal combustion engine is accompanied by input and output of electric power and power. It may be an electric power input / output means for outputting the portion to the axle side. In this case, the power power input / output means is connected to three axes of the output shaft of the internal combustion engine, the axle, and a rotatable third shaft, and is input / output to / from any two of the three shafts. Further, it is possible to provide a means including a three-axis power input / output means for inputting / outputting power to / from the remaining shaft and a generator capable of inputting / outputting power to / from the third shaft.

The second vehicle of the present invention is
An internal combustion engine capable of outputting power to the first axle side and generating rotational resistance with rotation;
Motoring means capable of motoring the internal combustion engine;
A first electric motor capable of inputting and outputting power to the first axle side;
A second electric motor capable of inputting and outputting power to the first axle side or a second axle side different from the first axle side;
Power storage means capable of exchanging electric power with the motoring means, the first motor, and the second motor;
When a braking force request is made to the vehicle, when a predetermined engine system abnormality does not occur in at least the engine system including the internal combustion engine and the motoring means, the braking force due to the rotational resistance of the internal combustion engine and the first motor The internal combustion engine and the motoring means so that a braking force based on the braking force request acts on the vehicle using at least one of a braking force due to regenerative braking and a braking force due to regenerative braking of the second motor. The first motor and the second motor are controlled, and when the predetermined engine system abnormality occurs in the engine system, the braking force by the regenerative braking of the first motor and the braking force by the regenerative braking of the second motor Control means for controlling the first electric motor and the second electric motor so that a braking force based on the braking force request acts on the vehicle using at least one of
It is a summary to provide.

  In the second vehicle of the present invention, when a braking force request is made to the vehicle, if a predetermined engine system abnormality does not occur in at least the engine system including the internal combustion engine and the motoring means, the rotational resistance of the internal combustion engine The internal combustion engine and the motoring so that the braking force based on the braking force request acts on the vehicle using at least one of the braking force, the braking force due to the regenerative braking of the first motor, and the braking force due to the regenerative braking of the second motor. And the first motor and the second motor are controlled, and when a predetermined engine system abnormality occurs in the engine system, the braking force by the regenerative braking of the first motor and the braking force by the regenerative braking of the second motor The first electric motor and the second electric motor are controlled using at least one of them so that the braking force based on the braking force request acts on the vehicle. That is, when the engine system is normal, at least one of braking force due to rotation resistance of the internal combustion engine, so-called engine braking, braking force due to regenerative braking of the first electric motor, and braking force due to regenerative braking of the second electric motor is used. Corresponding to the braking force request, when an abnormality occurs in the engine system, the braking force request is responded by using at least one of the braking force by the regenerative braking of the first motor and the braking force by the regenerative braking of the second motor. It is. As a result, even when an abnormality occurs in the engine system and the braking force due to the rotational resistance of the internal combustion engine cannot be applied to the vehicle, it is possible to sufficiently respond to the request for the braking force and suppress the driver from feeling uncomfortable. be able to.

  In such a second vehicle of the present invention, the control means is means for controlling when an abnormality occurs in the internal combustion engine as when the predetermined engine system abnormality occurs in the engine system. It is also possible to control the time when the internal combustion engine cannot be motored by the motoring means as when the predetermined engine system abnormality occurs in the engine system. In this way, it is possible to sufficiently satisfy the braking force request even when an abnormality occurs in the internal combustion engine or when the internal combustion engine cannot be motored by the motoring means.

  In the second vehicle of the present invention, the control means may control the rotational resistance of the internal combustion engine when a braking force request is made to the vehicle and when the predetermined engine system abnormality does not occur in the engine system. The internal combustion engine is configured so that a braking force based on the braking force request is applied to the vehicle using at least one of motive power, a braking force due to regenerative braking of the first motor, and a braking force due to regenerative braking of the second motor. The engine, the motoring means, the first motor, and the second motor are controlled, and when the predetermined engine system abnormality occurs in the engine system during the control, the regenerative braking of the first motor The first motor and the second motor are controlled so that the braking force based on the braking force request acts on the vehicle by using at least one of the braking force by the regenerative braking and the braking force by the regenerative braking of the second motor. It may be assumed to be that unit. If it carries out like this, it respond | corresponds to a braking force request | requirement using at least one of the braking force by the rotational resistance of an internal combustion engine, the braking force by the regenerative braking of a 1st motor, and the braking force by the regenerative braking of a 2nd motor. Even when an abnormality occurs in the engine system during the process, it is possible to suppress a reduction in the braking force applied to the vehicle and to suppress a shock to the driver.

  Furthermore, in the second vehicle of the present invention, there is provided braking force applying means capable of applying a braking force to at least one of the first axle side and the second axle side, and the control means is provided on the vehicle. When the braking force request is made, when the predetermined first electric drive system abnormality does not occur in the first electric drive system including at least the first electric motor and the predetermined engine system abnormality does not occur in the engine system, The internal combustion engine and the motoring are configured such that a braking force based on the braking force request acts on the vehicle using at least one of a braking force due to a rotational resistance of the internal combustion engine and a braking force due to regenerative braking of the first electric motor. Means and the first electric motor, and the first electric drive system does not have the predetermined first electric drive system abnormality and the engine system has the predetermined engine system abnormality. electric The first electric motor is controlled such that the braking force based on the braking force request is applied to the vehicle using the braking force generated by the regenerative braking, and the predetermined first electric drive system abnormality occurs in the first electric drive system. However, when the predetermined engine system abnormality does not occur in the engine system, the internal combustion engine and the internal combustion engine are configured so that a braking force based on the braking force request is applied to the vehicle using a braking force due to a rotational resistance of the internal combustion engine. Controlling the motoring means, and when the predetermined first electric drive system abnormality occurs in the first electric drive system and the predetermined engine system abnormality occurs in the engine system, at least the first When a predetermined second electric drive system abnormality does not occur in the second electric drive system including the two electric motors, the braking force based on the braking force request acts on the vehicle using the braking force generated by the regenerative braking of the second electric motor. The second electric motor is controlled so that the predetermined first electric drive system abnormality occurs in the first electric drive system and the predetermined engine system abnormality occurs in the engine system. When the predetermined second electric drive system abnormality occurs in the two electric drive systems, the braking force is applied so that the braking force based on the braking force request acts on the vehicle using the braking force from the braking force applying means. It can also be a means for controlling the means. That is, when both the first electric drive system and the engine system are normal, the braking force request is met using at least one of the braking force due to the rotational resistance of the internal combustion engine and the braking force due to the regenerative braking of the first motor. When the first electric drive system is normal and an abnormality occurs in the engine system, the braking force by the regenerative braking of the first electric motor is used to respond to the braking force request, and the first electric drive system is abnormal and the engine When the system is normal, the braking force due to the rotational resistance of the internal combustion engine is used to respond to the braking force request, and when both the first electric drive system and the engine system are abnormal, the second electric drive system is When it is normal, it responds to the braking force request using the braking force generated by the regenerative braking of the second electric motor. When both the first electric drive system and the engine system are abnormal, the second electric drive system also Apply braking force when abnormality occurs It is to correspond to the braking force demand by using the braking force from stage. As a result, even when an abnormality occurs in at least one of the first electric drive system and the engine system, it is possible to sufficiently respond to the braking force request and to suppress the driver from feeling uncomfortable. .

  In the second vehicle of the present invention of the aspect corresponding to the braking force request according to the states of the first electric drive system, the engine system, and the second electric drive system, the control means regeneratively brakes the first electric motor. The second electric drive system is controlled when the predetermined first electric drive system abnormality occurs in the first electric drive system and when the second electric motor cannot be regeneratively braked. The first electric drive system can be controlled when the predetermined second electric drive system abnormality occurs, or when the temperature of the first electric drive system is equal to or higher than the predetermined temperature. When the predetermined first electric drive system abnormality occurs, the second electric drive system is controlled when the temperature of the second electric drive system is equal to or higher than the predetermined temperature. When is occurring It may be assumed to be a means for controlled. In these cases, even when the first motor and the second motor cannot be regeneratively braked, it is possible to sufficiently satisfy the braking force request. In addition, when the power storage means is in a non-chargeable state, the control means has the predetermined first electric drive system abnormality in the first electric drive system and the predetermined second electric drive system. (2) It may be a means for controlling that an electric drive system abnormality has occurred. In this way, even when the first electric motor and the second electric motor cannot be regeneratively braked due to the inability to charge the power storage means, the braking force request can be sufficiently met.

  Further, in the second vehicle of the present invention of a mode corresponding to the braking force request according to the states of the first electric drive system, the engine system, and the second electric drive system, the control means requests the braking force to the vehicle. If the predetermined first electric drive system abnormality does not occur in the first electric drive system and the predetermined engine system abnormality does not occur in the engine system, the braking force due to the rotational resistance of the internal combustion engine The internal combustion engine, the motoring means, and the first motor so that a braking force based on the braking force request acts on the vehicle using at least one of a braking force by regenerative braking of the first motor. When the normal engine control is performed, and the predetermined engine system abnormality occurs in the engine system while the normal control is being performed, the braking force by the regenerative braking of the first electric motor is used. Based on power requirements When the predetermined first electric drive system abnormality occurs in the first electric drive system while the first electric motor is controlled so that a braking force acts on the vehicle and the normal control is being executed. The internal combustion engine and the motoring means are controlled so that the braking force based on the braking force request is applied to the vehicle using the braking force generated by the rotational resistance of the internal combustion engine, and the normal control is executed. When the predetermined first electric drive system abnormality occurs in the first electric drive system and the predetermined engine system abnormality occurs in the engine system, the second electric drive system has the predetermined second When no abnormality occurs in the electric drive system, the second motor is controlled so that the braking force based on the braking force request acts on the vehicle using the braking force generated by the regenerative braking of the second motor, and the normal time control is performed. While running When the predetermined first electric drive system abnormality occurs in the electric drive system and the predetermined engine system abnormality occurs in the engine system, the predetermined second electric drive system abnormality occurs in the second electric drive system. When this occurs, the braking force applying means can be controlled by using the braking force from the braking force applying means so that the braking force based on the braking force request is applied to the vehicle. If it carries out like this, a 1st electric drive system and an engine may be applied in the middle of applying a braking force to a vehicle using at least one of the braking force by the rotational resistance of an internal combustion engine, and the braking force by the regenerative braking of a 1st electric motor. When abnormality occurs in at least one of the systems, it is possible to suppress a sudden change in the braking force applied to the vehicle, and to suppress a shock to the driver.

  Furthermore, in the second vehicle according to the present invention, which corresponds to the braking force request according to the states of the first electric drive system, the engine system, and the second electric drive system, the rotating shaft of the first electric motor and the first electric drive system A shift means is connected to the axle side and transmits power between the rotary shaft of the first electric motor and the first axle side in accordance with a change in the gear position, and the control means is configured to transmit the power by the shift means. Means for controlling when the predetermined first electric drive system abnormality occurs in the first electric drive system when power cannot be transmitted between the rotating shaft of the electric motor and the first axle side. It can also be. In this way, even when the transmission means cannot transmit power between the rotating shaft of the first motor and the first axle side, the braking force request can be sufficiently met.

  In the second vehicle of the present invention, the motoring means is connected to the output shaft of the internal combustion engine and the first axle side, and includes at least one of the power from the internal combustion engine with input and output of electric power and power. It can also be an electric power input / output means for outputting the part to the first axle side. In this case, the electric power drive input / output means is connected to three axes of the output shaft of the internal combustion engine, the first axle, and a rotatable third shaft, and is input / output to any two of the three axes. It is also possible to provide means comprising: a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the power to be generated; and a generator capable of inputting / outputting power to / from the third shaft. .

The first vehicle control method of the present invention comprises:
An internal combustion engine capable of outputting power to the axle side and generating rotational resistance with rotation; motoring means capable of motoring the internal combustion engine; an electric motor capable of inputting / outputting power to the axle side; and the motor A vehicle control method comprising ring means and power storage means capable of exchanging electric power with the electric motor,
When a braking force request is made on the axle side, when a predetermined engine system abnormality does not occur in at least the engine system including the internal combustion engine and the motoring means, the braking force based on the braking force request is applied to the internal combustion engine. The internal combustion engine, the motoring means, and the electric motor are controlled so as to be output to the axle side by at least one of a braking force due to rotational resistance and a braking force due to regenerative braking of the electric motor, and the engine system includes the When a predetermined engine system abnormality occurs, the electric motor is controlled such that a braking force based on the braking force request is output to the axle side by a braking force generated by the regenerative braking of the electric motor.

  According to the first vehicle control method of the present invention, when a braking force request is made on the axle side, when a predetermined engine system abnormality does not occur in the engine system including at least the internal combustion engine and the motoring means. The internal combustion engine, the motoring means, and the motor are controlled so that the braking force based on the braking force request is output to the axle side by at least one of the braking force due to the rotational resistance of the internal combustion engine and the braking force due to the regenerative braking of the motor. When a predetermined engine system abnormality has occurred in the engine system, the motor is controlled such that a braking force based on the braking force request is output to the axle side by the braking force generated by the regenerative braking of the motor. That is, when the engine system is normal, at least one of the braking force due to the rotational resistance of the internal combustion engine and the braking force due to the regenerative braking of the motor responds to the braking force request, and when the engine system is abnormal, the motor The braking force required by the regenerative braking is satisfied. As a result, even when an abnormality occurs in the engine system and the output to the axle side of the braking force due to the rotational resistance of the internal combustion engine is restricted, the braking force request can be sufficiently satisfied, and the driver feels uncomfortable. Can be suppressed.

The second vehicle control method of the present invention comprises:
An internal combustion engine capable of outputting power to the first axle side and generating rotational resistance with rotation, motoring means capable of motoring the internal combustion engine, and a first power input / output capable of inputting / outputting power to the first axle side A first motor, a second motor capable of inputting / outputting power to / from the first axle side or a second axle side different from the first axle side, the motoring means, the first motor, the second motor, and electric power A vehicle storage method comprising:
When a braking force request is made to the vehicle, when a predetermined engine system abnormality does not occur in at least the engine system including the internal combustion engine and the motoring means, the braking force due to the rotational resistance of the internal combustion engine and the first motor The internal combustion engine and the motoring means so that a braking force based on the braking force request acts on the vehicle using at least one of a braking force due to regenerative braking and a braking force due to regenerative braking of the second motor. The first motor and the second motor are controlled, and when the predetermined engine system abnormality occurs in the engine system, the braking force by the regenerative braking of the first motor and the braking force by the regenerative braking of the second motor And controlling the first electric motor and the second electric motor so that a braking force based on the braking force request is applied to the vehicle.

  According to the second vehicle control method of the present invention, when a braking force request is made to the vehicle, when the predetermined engine system abnormality does not occur in the engine system including at least the internal combustion engine and the motoring means, the internal combustion engine The braking force based on the braking force request is applied to the vehicle using at least one of a braking force due to the rotational resistance of the engine, a braking force due to the regenerative braking of the first motor, and a braking force due to the regenerative braking of the second motor. The internal combustion engine, the motoring means, the first motor, and the second motor are controlled. When a predetermined engine system abnormality occurs in the engine system, the braking force by the regenerative braking of the first motor and the braking by the regenerative braking of the second motor are performed. The first electric motor and the second electric motor are controlled so that the braking force based on the braking force request acts on the vehicle using at least one of the power. That is, when the engine system is normal, at least one of braking force due to rotation resistance of the internal combustion engine, so-called engine braking, braking force due to regenerative braking of the first electric motor, and braking force due to regenerative braking of the second electric motor is used. Corresponding to the braking force request, when an abnormality occurs in the engine system, the braking force request is responded by using at least one of the braking force by the regenerative braking of the first motor and the braking force by the regenerative braking of the second motor. It is. As a result, even when an abnormality occurs in the engine system and the braking force due to the rotational resistance of the internal combustion engine cannot be applied to the vehicle, it is possible to sufficiently respond to the request for the braking force and suppress the driver from feeling uncomfortable. be able to.

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

  FIG. 1 is a configuration diagram showing an outline of 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 three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. For example, a signal from a crank position sensor 23 attached to the crankshaft 26 is input to the engine ECU 24. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When the motor MG1 functions as a motor, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The ring gear 32 is mechanically coupled to the drive wheels 39a and 39b via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to be able to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as the Lo gear state), the brake B1 is turned on and the brake B2 is turned off to turn the rotation shaft 48 of the motor MG2 off. The rotation is reduced at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). When the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited. In the embodiment, the brakes B1 and B2 are turned on and off by adjusting the hydraulic pressure applied to the brakes B1 and B2 by driving a hydraulic actuator (not shown).

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature θb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes a motor temperature θm from the temperature sensor 46 that detects the temperature of the motor MG2, an inverter temperature θi from the temperature sensor 47 that detects the temperature of the inverter 42, an ignition signal from the ignition switch 80, and a shift. A shift position SP from the shift position sensor 82 that detects the operation position of the lever 81, an accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, and a brake pedal that detects the depression amount of the brake pedal 85 The brake pedal position BP from the position sensor 86, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. Further, the hybrid electronic control unit 70 sends a drive signal to an actuator (not shown) of the brakes B1 and B2 of the transmission 60 and an actuator (not shown) of the brakes 89a and 89b that apply a braking force to the drive wheels 39a and 39b. A drive signal is output. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The hybrid vehicle 20 of the embodiment thus configured has a ring gear connected to the drive wheels 39a and 39b based on the accelerator opening Acc, the brake pedal position BP, and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The required torque to be output to the shaft 32a is set, and the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a as the drive shaft. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 configured as described above, particularly the operation when the accelerator pedal 83 is turned off during traveling will be described. FIG. 3 is a flowchart showing an example of an accelerator-off time control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec) when the accelerator is off.

  When the accelerator off-time control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the brake pedal position BP from the brake pedal position sensor 86, the vehicle speed V from the vehicle speed sensor 88, and the motor MG2 from the temperature sensor 46. Motor temperature θm, the temperature of inverter 42 from temperature sensor 47, motor speeds Nm1, Nm2, remaining capacity SOC of battery 50, input limit Win of battery 50, transmission A process of inputting data necessary for control such as the current gear ratio Gr of 60 is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the remaining capacity SOC of the battery 50 is input from the battery ECU 52 through communication, which is calculated based on the integrated value of the charge / discharge current detected by a current sensor (not shown). Further, the input limit Win of the battery 50 is set based on the battery temperature θb of the battery 50 detected by the temperature sensor 51 and the remaining capacity SOC of the battery 50 and is input from the battery ECU 52 by communication. The current gear ratio Gr of the transmission 60 is calculated by dividing the rotational speed Nm2 of the motor MG2 by the rotational speed Nr of the ring gear shaft 32a. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k.

  When the data is thus input, the required braking torque Tr * to be output to the ring gear shaft 32a connected to the drive wheels 39a and 39b is set as the torque required for the vehicle based on the input brake pedal position BP and the vehicle speed V. (Step S110), a fuel cut command for the engine 22 is transmitted to the engine ECU 24 (Step S120). In the embodiment, the required braking torque Tr * is stored in the ROM 74 as a required braking torque setting map by predetermining the relationship among the brake pedal position BP, the vehicle speed V, and the required braking torque Tr *. When the vehicle speed V is given, the corresponding required braking torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required braking torque setting map. The engine ECU 24 that has received the fuel cut command stops the fuel injection of the engine 22.

  Subsequently, the motor temperature θm is compared with the threshold value θmref (step S130), the inverter temperature θi is compared with the threshold value θiref (step S140), and it is determined whether or not the transmission 60 is normal (step S150). The remaining capacity SOC of the battery 50 is compared with a threshold value Sref (step S160). Here, the threshold value θmref is set to the allowable limit temperature of the motor MG2 or a temperature slightly lower than the allowable limit temperature, and is determined by the characteristics of the motor MG2. The threshold value θiref is set to an allowable limit temperature of the inverter 42 or a temperature slightly lower than the allowable limit temperature, and is determined by the characteristics of the inverter 42 and the like. The comparison between the motor temperature θm and the threshold value θmref and the comparison between the inverter temperature θi and the threshold value θiref in steps S130 and S140 determine whether the driving torque or the braking torque can be output from the motor MG2. Whether or not the transmission 60 is normal is determined by, for example, determining whether or not the brake B1 is normally engaged when the transmission 60 is in the Hi gear state, whether the rotation speed Nm2 of the motor MG2 and the ring gear shaft 32a are This can be determined by using the rotational speed Nr (= V · k) and the gear ratio Ghi in the Hi gear state. When the transmission 60 is in the Lo gear state, the brake B2 is normally engaged. It is possible to determine whether or not there is a determination using the rotational speed Nm2 of the motor MG2, the rotational speed Nr of the ring gear shaft 32a, and the gear ratio Glo of the Lo gear state. The threshold value Sref is used to determine whether or not the battery 50 can be charged, is determined by the characteristics of the battery 50, and can be set to 80% or 90%, for example. Consider a case where the brake pedal 85 is depressed by the driver during traveling. At this time, in order to improve the energy efficiency of the vehicle, it is desirable to charge the battery 50 with the electric power generated by the regenerative braking of the motor MG2. However, when the temperature θm of the motor MG2 is equal to or higher than the threshold θmref, Is greater than or equal to the threshold θiref, it is necessary to limit regenerative braking of the motor MG2 in order to protect the motor MG2 and the inverter 42. Further, when both the brakes B1 and B2 of the transmission 60 are released, for example, torque cannot be transmitted between the motor MG2 and the ring gear shaft 32a by the transmission 60, so that the motor MG2 is regeneratively braked. The battery 50 cannot be charged. Further, even when the motor MG2 can be regeneratively braked, the battery 50 cannot be charged when the remaining capacity SOC of the battery 50 is relatively large. The determinations in steps S130 to S160 are processes for determining whether or not the motor MG2 may be regeneratively braked in order to charge the battery 50.

  When the temperature θm of the motor MG2 is less than the threshold value θmref, the temperature θi of the inverter 42 is less than the threshold value θiref, the transmission 60 is normal, and the remaining capacity SOC of the battery 50 is less than the threshold value Sref, the motor MG2 is regeneratively braked. It is possible to determine whether the engine 22 is normal (step S170). This determination can be made, for example, by determining whether or not both the rotational speed Ne of the engine 22 and the rotational speed change amount ΔNe (Ne−previous Ne) are within an allowable range. This determination is based on whether or not the friction torque Te of the engine 22 can be applied to the ring gear shaft 32a by forcibly rotating the engine 22 with the fuel cut by the motor MG1, or by applying a so-called engine brake. It is determined whether or not it is possible.

  When it is determined that the engine 22 is normal, it is determined that the engine brake can be applied, and the target rotational speed Ne * of the engine 22 is set (step S180). In the embodiment, the target rotational speed Ne * is set based on the vehicle speed V. For example, the target rotational speed Ne * can be set so as to increase as the vehicle speed V increases.

  Next, using the set target rotational speed Ne *, the rotational speed Nr (= V · k) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed of the motor MG1 is given by the following equation (1). Nm1 * is calculated, and a torque command Tm1 * for the motor MG1 is calculated from the calculated target rotation speed Nm1 * and the current rotation speed Nm1 by the equation (2) (step S190). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the ring gear 32. The number Nr is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R-axis indicate that the friction torque Te of the engine 22 passes through the power distribution and integration mechanism 30 when the engine 22 is fuel-cut and the motor MG1 operates the engine 22 at the target rotational speed Ne *. Torque transmitted to the ring gear shaft 32a and torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

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

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the required braking torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30, the current gear ratio Gr of the transmission 60, Is used to calculate a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 by the following equation (3) (step S200), and the current motor MG1 is input to the input limit Win of the battery 50 and the torque command Tm1 * of the motor MG1. The torque limit Tmin as a lower limit of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the rotation speed Nm1 by the rotation speed Nm2 of the motor MG2. Calculated by (4) (step S210), and the temporary motor torque Tm2 with the calculated torque limit Tmin As a value obtained by limiting the mp to set a torque command Tm2 * of the motor MG2 (step S220). By setting the torque command Tm2 * of the motor MG2 in this way, the required braking torque Tr * output to the ring gear shaft 32a can be set as a torque limited within the range of the input limit Win of the battery 50. Equation (3) can be easily derived from the collinear diagram of FIG. 5 described above.

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

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set in this way, the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S230), and the control routine at the time of accelerator off is terminated. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. . In this case, the torque based on the required braking torque Tr * and the input limit Win of the battery 50 is applied to the ring gear shaft 32a by the torque Tm2 due to the regenerative braking of the motor MG2 and the friction torque Te of the engine 22. As a result, the electric power obtained by the regenerative braking of the motor MG2 can be charged to the battery 50, and the energy efficiency can be improved.

  If it is determined in step S170 that the engine 22 is not normal, that is, an abnormality has occurred in the engine 22, it is determined that the engine brake cannot be applied, and a value 0 is set to the torque command Tm1 * of the motor MG1. (Step S240), Steps S200 to S230 are executed, and the accelerator-off time control routine is terminated. In this case, torque based on the required braking torque Tr * and the input limit Win of the battery 50 is applied to the ring gear shaft 32a by the torque Tm2 due to regenerative braking of the motor MG2. Consider a case where the brake pedal 85 is depressed by the driver when an abnormality occurs in the engine 22 during traveling. At this time, although the engine brake cannot be applied, the required braking torque is applied by applying the torque based on the required braking torque Tr * and the input limit Win of the battery 50 to the ring gear shaft 32a by the torque Tm2 generated by the regenerative braking of the motor MG2. This can sufficiently cope with the torque Tr *. As a result, it is possible to suppress the driver from feeling uncomfortable by not being able to sufficiently cope with the required braking torque Tr *. Next, let us consider a case where an abnormality occurs in the engine 22 while the driver depresses the brake pedal 85 during traveling and the vehicle speed V is decreasing. First, when the brake pedal 85 is depressed by the driver, the motor MG2 can be regeneratively braked and the engine brake can be applied, based on the required braking torque Tr * and the input limit Win of the battery 50. The torque is applied to the ring gear shaft 32a by the torque Tm2 due to the regenerative braking of the motor MG2 and the friction torque Te of the engine 22, thereby corresponding to the required braking torque Tr *. When an abnormality occurs in the engine 22 in this state, a torque based on the required braking torque Tr * and the input limit Win of the battery 50 is applied to the ring gear shaft 32a by the torque Tm2 due to the regenerative braking of the motor MG2, thereby causing the ring gear shaft 32a to operate. It is possible to suppress a sudden change in the braking torque to be applied to the shaft 32a, and to suppress a shock to the driver. Of course, energy efficiency can be improved by charging the battery 50 with electric power obtained by regenerative braking of the motor MG2.

  In steps S130 to S160, when the motor temperature θm is equal to or higher than the threshold value θmref, when the inverter temperature θi is equal to or higher than the threshold value θiref, when there is an abnormality in the transmission 60, or when the remaining capacity SOC of the battery 50 is equal to or higher than the threshold value Sref It is determined that MG2 cannot be regeneratively braked, and it is determined whether the engine 22 is normal as in the process of step S170 described above (step S250). When it is determined that the engine 22 is normal, it is determined that the engine brake can be applied, and the engine is calculated by the following equation (5) using the required braking torque Tr * and the gear ratio ρ of the power distribution and integration mechanism 30. The target friction torque Te * of 22 is calculated (step S260), and the target rotational speed Ne * of the engine 22 is set based on the calculated target friction torque Te * (step S270). Here, the expression (5) can be easily derived from the alignment chart of FIG. Further, in the embodiment, the target rotational speed Ne * is stored in the ROM 74 as a map by previously determining the relationship between the target rotational speed Ne * of the engine 22 and the target friction torque Te * by experiments or the like. When * is given, the corresponding target rotational speed Ne * is derived and set from the stored map. An example of the relationship between the target rotational speed Ne * and the target friction torque Te * is shown in FIG. As shown in the figure, the target friction torque Te * is set so as to increase as the target rotational speed Ne * increases. This is because the pumping loss increases as the rotational speed Ne of the engine 22 increases, and the friction torque Te of the engine 22 increases.

  Te * = (1 + ρ) ・ Tr * (5)

  Next, the target rotational speed Nm1 * and the target torque Tm1 * of the motor MG1 are calculated using the expressions (1) and (2) in the same manner as the process of step S190 described above (step S280), and the inverter of the motor MG2 is calculated. 42 is transmitted to the motor ECU 40 (step S290), the torque command Tm1 * of the motor MG1 is transmitted to the motor ECU 40 (step S300), and the accelerator-off control routine is terminated. The motor ECU 40 that has received the gate cutoff command performs gate cutoff of the switching element of the inverter 42. In this case, a torque commensurate with the required braking torque Tr * is applied to the ring gear shaft 32a by the friction torque Te of the engine 22. Thus, even when the braking torque is required for the ring gear shaft 32a when the motor MG2 cannot be regeneratively braked during traveling, the required braking torque Tr * can be sufficiently handled, and the driver feels uncomfortable. Can be suppressed. Further, when the motor MG2 cannot be regeneratively braked while the torque Tm2 due to the regenerative braking of the motor MG2 and the friction torque Te of the engine 22 are being applied to the ring gear shaft 32a, the required braking torque Tr * is met. By applying the torque to the ring gear shaft 32a by the friction torque Te of the engine 22, it is possible to suppress a sudden change in the braking torque applied to the ring gear shaft 32a, and to suppress a shock to the driver. .

  When it is determined in step S250 that an abnormality has occurred in the engine 22, it is determined that the motor MG2 cannot be regeneratively braked and the engine brake cannot be applied, and the torque command Tm1 * of the motors MG1 and MG2 is a value. 0 is set (step S310), and a gate cutoff command for the inverter 42 of the motor MG2 is transmitted to the motor ECU 40 (step S320), and the required braking torque Tr * is converted into a conversion coefficient Ga (the number of rotations of the drive wheels 39a and 39b / ring gear). The target brake torque Tb * to be applied to the ring gear shaft 32a is calculated from the brakes 89a and 89b by dividing by the rotational speed Nr) of the shaft 32a (step S330), and drive control of the brakes 89a and 89b is performed (step S340). , Torque command Tm for motor MG1 * The sending to the motor ECU 40 (step S300), and ends the accelerator-off time control routine. Specifically, the drive control of the brakes 89a and 89b is performed by driving and controlling actuators (not shown) of the brakes 89a and 89b so that a braking torque corresponding to the target brake torque Tb * is output from the brakes 89a and 89b. . In this case, a torque corresponding to the required braking torque Tr * acts on the ring gear shaft 32a by the brake torque Tb from the brakes 89a and 89b. Accordingly, even when the motor MG2 cannot be regeneratively braked and the engine brake cannot be applied during traveling, even when the braking torque is required for the ring gear shaft 32a, the required braking torque Tr * is sufficiently handled. It is possible to suppress the driver from feeling uncomfortable. Further, while the torque Tm2 due to the regenerative braking of the motor MG2 and the friction torque Te of the engine 22 are being applied to the ring gear shaft 32a, the motor MG2 cannot be regeneratively braked and the friction torque Te of the engine 22 is applied to the ring gear shaft. When it becomes impossible to act on the brake gear 32a, a torque corresponding to the required braking torque Tr * is applied to the ring gear shaft 32a by the brake torque Tb from the brakes 89a and 89b, so that the braking torque applied to the ring gear shaft 32a changes suddenly. Can be suppressed, and a shock to the driver can be suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, when the braking torque is required for the ring gear shaft 32a, the required braking torque Tr can be used when the motor MG2 can be regeneratively braked and the engine brake can be applied. The torque based on * is applied to the ring gear shaft 32a by the torque Tm2 due to the regenerative braking of the motor MG2 and the friction torque Te of the engine 22, so that the motor MG2 can be regeneratively braked but the engine brake cannot be applied, the required braking Torque based on the torque Tr * is applied to the ring gear shaft 32a by the torque Tm2 due to regenerative braking of the motor MG2, and when the motor MG2 cannot be regeneratively braked and the engine brake can be applied, the required braking torque Tr Is applied to the ring gear shaft 32a by the friction torque Te of the engine 22, and when the motor MG2 cannot be regeneratively braked and the engine brake cannot be applied, the required braking torque Tr * is determined by the brake torque Tb from the brakes 89a and 89b. It acts on the ring gear shaft 32a. Thereby, even when the motor MG2 cannot be regeneratively braked or when the engine brake cannot be applied, the required braking torque Tr * can be sufficiently handled, and the driver can be prevented from feeling uncomfortable. it can. Further, when the braking torque is applied to the ring gear shaft 32a by the torque Tm2 due to the regenerative braking of the motor MG2 and the friction torque Te of the engine 22, the motor MG2 cannot be regeneratively braked or the engine brake is applied. Even when it is no longer possible to suppress the braking torque, it is possible to suppress a sudden change in the braking torque applied to the ring gear shaft 32a, and to suppress a shock to the driver.

  In the hybrid vehicle 20 of the embodiment, when the motor MG2 can be regeneratively braked and the engine brake can be applied, the torque based on the required braking torque Tr * is applied to the torque Tm2 due to the regenerative braking of the motor MG2 and the friction of the engine 22. The torque Te is applied to the ring gear shaft 32a. However, the torque Te may be applied only by any one of the torque Tm2 due to regenerative braking of the motor MG2 and the friction torque Te of the engine 22. When the torque based on the required braking torque Tr * is applied to the ring gear shaft 32a by both the torque Tm2 due to regenerative braking of the motor MG2 and the friction torque Te of the engine 22, the vehicle speed V, the remaining capacity SOC of the battery 50, etc. The ratio between the torque Tm2 due to regenerative braking of the motor MG2 and the friction torque Te of the engine 22 may be changed accordingly.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the drive wheels 39c and 39d in FIG. 7) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiment, the hybrid vehicle 20 outputs the power from the engine 22 to the drive wheels 39a and 39b via the power distribution and integration mechanism 30 and outputs the power from the motor MG2 to the drive wheels 39a and 39b via the transmission 60. In addition to this configuration, an electric motor capable of inputting and outputting power to the drive wheels 39a and 39b or to the drive wheels different from the drive wheels 39a and 39b may be provided. Hereinafter, a configuration including an electric motor capable of inputting and outputting power to drive wheels different from the drive wheels 39a and 39b will be described as a second embodiment.

  FIG. 9 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20B as the second embodiment of the present invention. The hybrid vehicle 20B of the second embodiment includes a motor MG3 that can input and output power to drive wheels 39e and 39f different from the drive wheels 39a and 39b, and an inverter 48a that drives the motor MG3, and a rotor of the motor MG3. A rotational position detection sensor 48b for detecting the rotational position of the motor MG3, and a temperature sensor 48c for detecting the motor temperature θm2 which is the temperature of the motor MG3 and inputting it to the hybrid electronic control unit 70; Except for the point provided with a temperature sensor 48d for detecting the inverter temperature θi2 which is the temperature of the inverter 48a and inputting it to the hybrid electronic control unit 70, and the points provided with brakes 89c and 89d for applying a braking force to the drive wheels 39e and 39f. Same as the hybrid vehicle 20 of the first embodiment illustrated in FIG. It has a hard configuration. Therefore, in order to avoid redundant description, the hardware configuration of the hybrid vehicle 20 of the second embodiment is the same as that of the hybrid vehicle 20 of the first embodiment. The same reference numerals are attached.

  Motor MG3 is configured as a well-known synchronous motor generator similarly to motors MG1 and MG2, and exchanges power with battery 50 via inverter 48a. The power line 54 connecting the inverters 41 and 42 and the battery 50 is also connected to the inverter 48a.

  In the hybrid vehicle 20B of the second embodiment, an accelerator-off time control routine of FIGS. 10 and 11 is executed instead of the accelerator-off time control routine of FIG. Hereinafter, the operation of the hybrid vehicle 20B of the second embodiment will be described focusing on the processing different from the routine of FIG. In the routines shown in FIGS. 10 and 11, the same step numbers are assigned to the same processes as those in the routine shown in FIG.

  When the accelerator-off time control routine of FIGS. 10 and 11 is executed, the CPU 72 of the hybrid electronic control unit 70 first performs the brake pedal position BP, the vehicle speed V, the motor in the same manner as the processing of step S100 of the routine of FIG. Motor temperature θm, which is the temperature of MG2, inverter temperature θi, which is the temperature of inverter 42, motor speeds Nm1, Nm2, remaining capacity SOC of battery 50, input limit Win of battery 50, current transmission 60 Data necessary for control, such as the gear ratio Gr, is input, and the motor temperature θm2 that is the temperature of the motor MG3 from the temperature sensor 48c, the inverter temperature θi2 that is the temperature of the inverter 48a from the temperature sensor 48d, and the rotation speed Nm3 of the motor MG3 Input (step S100b) and the input brake pedal Set the vehicle braking torque demand Td * required for the vehicle based on the Le position BP and the vehicle speed V (step S110b), and transmits a fuel cut command of the engine 22 to the engine ECU 24 (step S120). Here, the rotation speed Nm3 of the motor MG3 is calculated based on the rotation position of the rotor of the motor MG3 detected by the rotation position detection sensor 48b, and is input from the motor ECU 40 by communication. Further, the vehicle required braking torque Td * can be set using a map that is determined in the same tendency as the required braking torque setting map of FIG. In this routine, the vehicle request braking torque Td * is used in place of the drive wheels 39a and 39b to which the ring gear shaft 32a is connected in addition to the request braking torque Tr * of the first embodiment in this routine. This is because a braking force may be applied to the drive wheels 39e and 39f.

  Subsequently, the motor temperature θm is compared with the threshold value θmref (step S130), the inverter temperature θi is compared with the threshold value θmref (step S140), and it is determined whether or not the transmission 60 is normal (step S150). The remaining capacity SOC of the battery 50 is compared with a threshold value Sref (step S160), and it is determined whether or not the engine 22 is normal (steps S170 and S250). Here, the threshold value θmref, the threshold value iref, and the threshold value Sref have been described above. The determinations in steps S130 to S160 are processes for determining whether or not the motor MG2 may be regeneratively braked in order to charge the battery 50. Further, the determinations in steps S170 and S250 are based on whether or not the engine 22 in a state where the fuel is cut can be forcibly rotated by the motor MG1 to apply the friction torque Te of the engine 22 to the vehicle. It is determined whether or not it can be performed.

  In steps S130 to S160, the temperature θm of the motor MG2 is less than the threshold value θmref, the temperature θi of the inverter 42 is less than the threshold value θiref, the transmission 60 is normal, and the remaining capacity SOC of the battery 50 is less than the threshold value Sref. When it is determined in S170 that the engine 22 is normal, it is determined that the motor MG2 may be regeneratively braked and the friction torque Te of the engine 22 can be applied to the vehicle, and the target rotational speed Ne * of the engine 22 is determined. (Step S180), and using the set target rotational speed Ne *, the rotational speed Nr (= V · k) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 * of the motor MG1 And the calculated target rotational speed Nm1 * and the current rotational speed Nm1 Is used to set the torque command Tm1 * of the motor MG1 according to the equation (2) (step S190), and the conversion coefficient Ga (the rotational speed of the drive wheels 39a and 39b / the rotational speed Nr of the ring gear shaft 32a) is converted into the vehicle required braking torque Td *. ), The torque command Tm1 * of the motor MG1, the gear ratio ρ of the power distribution and integration mechanism 30, and the current gear ratio Gr of the transmission 60, the temporary motor torque Tm2tmp of the motor MG2 is expressed by the following equation (6). (Step S200b), the torque limit Tmin is calculated by the above equation (4) using the input limit Win of the battery 50, the torque command Tm1 * of the motor MG1 and the rotational speed Nm1 (step S210). The torque command Tm2 * of the motor MG2 is set by limiting the temporary motor torque Tm2tmp with the torque limit Tmin (step S220), the set torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are transmitted to the motor ECU 40 (step S230), and the gate cutoff command of the inverter 48a of the motor MG3 is transmitted to the motor ECU 40 (step S400). The off-time control routine is terminated. In this case, torque based on the vehicle required braking torque Td * and the input limit Win of the battery 50 is applied to the vehicle using the torque Tm2 due to regenerative braking of the motor MG2 and the friction torque Te of the engine 22. As a result, the electric power obtained by the regenerative braking of the motor MG2 can be charged to the battery 50, and the energy efficiency can be improved.

  Tm2tmp = (Td * ・ Ga + Tm1 * / ρ) / Gr (6)

  On the other hand, when it is determined in step S170 that an abnormality has occurred in the engine 22, it is determined that the motor MG2 may be regeneratively braked, but the friction torque Te of the engine 22 cannot be applied to the vehicle, and the motor MG1 The torque command Tm1 * is set to a value of 0 (step S240), the processes of steps S200b to S230 and S400 are executed, and the accelerator off time control routine is terminated. In this case, a torque based on the required braking torque Td * and the input limit Win of the battery 50 is applied to the vehicle using the torque Tm2 generated by the regenerative braking of the motor MG2. As a result, even when a braking request is made to the vehicle when the friction torque Te of the engine 22 cannot be applied to the vehicle during traveling, the braking request can be sufficiently met, and the driver feels uncomfortable. Can be suppressed. Further, when the braking torque Te of the engine 22 cannot be applied to the vehicle while the braking torque is applied to the vehicle using the torque Tm2 due to the regenerative braking of the motor MG2 and the friction torque Te of the engine 22 However, by applying the torque Tm2 due to the regenerative braking of the motor MG2 to the vehicle according to the vehicle required braking torque Td *, it is possible to suppress a sudden change in the braking torque to be applied to the vehicle, which gives a shock to the driver. Can be suppressed. In addition, energy efficiency can be improved by charging the battery 50 with electric power obtained by regenerative braking of the motor MG2.

  This is when the motor temperature θm is greater than or equal to the threshold θmref in steps S130 to S160, when the inverter temperature θi is greater than or equal to the threshold θiref, when there is an abnormality in the transmission 60, or when the remaining capacity SOC of the battery 50 is greater than or equal to the threshold Sref. When it is determined in step S250 that the engine 22 is normal, it is determined that the motor MG2 cannot be regeneratively braked, but the friction torque Te of the engine 22 can be applied to the vehicle. The target friction torque Te * of the engine 22 is calculated by the following equation (7) using the gear ratio ρ, the vehicle required braking torque Td * and the conversion coefficient Ga (step S260b), and the calculated target friction torque Te * is calculated. Based on this, the target rotational speed Ne * of the engine 22 is set (step S2 70), a torque command Tm1 * for the motor MG1 is set (step S280), a gate cutoff command for the inverters 42 and 48a of the motors MG2 and MG3 is transmitted to the motor ECU 40 (step S290b), and a torque command Tm1 * for the motor MG1 is sent. This is transmitted to the motor ECU 40 (step S300), and the accelerator off time control routine is terminated. In this case, torque corresponding to the required braking torque Td * is applied to the vehicle using the friction torque Te of the engine 22. As a result, even when the vehicle is requested to brake when the motor MG2 cannot be regeneratively braked during traveling, the vehicle can sufficiently respond to the braking request and suppress the driver from feeling uncomfortable. Can do. Even when the motor MG2 cannot be regeneratively braked while the braking torque is being applied to the vehicle using the torque Tm2 due to the regenerative braking of the motor MG2 and the friction torque Te of the engine 22, the vehicle required braking is performed. By applying the friction torque Te of the engine 22 to the vehicle according to the torque Td *, it is possible to suppress a sudden change in the braking torque to be applied to the vehicle and to suppress a shock to the driver. .

  Te * = (1 + ρ) ・ Td * ・ Ga (7)

  If it is determined in step S250 that an abnormality has occurred in the engine 22, it is determined that the motor MG2 cannot be regeneratively braked and the friction torque Te of the engine 22 cannot be applied to the vehicle. A value 0 is set in Tm1 * (step S310), and a gate cutoff command for the inverter 42 of the motor MG2 is transmitted to the motor ECU 40 (step S320). Then, the motor temperature θm2 of the motor MG3 is compared with the threshold value θm2ref (step S410), the inverter temperature θi2 that is the temperature of the inverter 48a is compared with the threshold value θi2ref (step S420), and the remaining capacity SOC of the battery 50 is set to the threshold value Sref. Compare (step S430). Here, the threshold θm2ref is set to an allowable limit temperature of the motor MG3 or a temperature slightly lower than the allowable limit temperature, and is determined by the characteristics of the motor MG3. Further, the threshold value θi2ref is set to the allowable limit temperature of the inverter 48a of the inverter 48a or a temperature slightly lower than that, and is determined by the characteristics of the inverter 48a. The threshold value Sref has been described above. The determinations in steps S410 to S430 are processes for determining whether or not the motor MG3 may be regeneratively braked in order to charge the battery 50.

  When motor temperature θm2 is less than threshold value θm2ref, inverter temperature θi2 is less than threshold value θi2ref, and remaining capacity SOC of battery 50 is less than threshold value Sref, it is determined that motor MG3 may be regeneratively braked, and vehicle required braking torque Td * Is multiplied by the conversion coefficient Gb (the rotational speed of the drive wheels 39e and 39f / the rotational speed Nm3 of the motor MG3) to set the temporary motor torque Tm3tmp of the motor MG3 (step S440), and the input limit Win of the battery 50 is set to the motor. A torque limit Tm3min as a lower limit of the torque that may be output from the motor MG3 is calculated by dividing by the rotation speed Nm3 of the MG3 (step S450), and the motor is set as a value obtained by limiting the temporary motor torque Tm3tmp with the calculated torque limit Tm3min. MG3 torque command Tm3 * Set (step S460), the motor MG1, MG3 of the torque command Tm1 *, Tm3 * of sending to the motor ECU 40 (step S470), and ends the accelerator-off time control routine. Receiving the torque command Tm3 *, the motor ECU 40 performs switching control of the switching element of the inverter 48a so that the motor MG3 is driven by the torque command Tm3 *. In this case, a torque based on the vehicle required braking torque Td * and the input limit Win of the battery 50 is applied to the vehicle using the torque Tm3 generated by the regenerative braking of the motor MG3. Accordingly, even when the vehicle is requested to brake when the motor MG2 cannot be regeneratively braked and the friction torque Te of the engine 22 cannot be applied to the vehicle during traveling, the vehicle can sufficiently respond to the braking request. It is possible to suppress the driver from feeling uncomfortable. Further, the motor MG2 cannot be regeneratively braked while the braking torque is being applied to the vehicle using the torque Tm2 due to the regenerative braking of the motor MG2 and the friction torque Te of the engine 22, and the friction torque Te of the engine 22 Even when the vehicle cannot be applied to the vehicle, the braking torque applied to the vehicle is prevented from suddenly changing by applying the torque Tm3 generated by the regenerative braking of the motor MG3 to the vehicle according to the vehicle required braking torque Td *. It is possible to suppress the shock to the driver. In addition, energy efficiency can be improved by charging the battery 50 with electric power obtained by regenerative braking of the motor MG3.

  In steps S410 to S430, when the motor temperature θm2 is equal to or higher than the threshold value θm2ref, or when the inverter temperature θi2 is equal to or higher than the threshold value θi2ref, when the remaining capacity SOC of the battery 50 is equal to or higher than the threshold value Sref, it is determined that the motor MG3 cannot be regeneratively braked. Then, the gate cutoff command of the inverter 48a of the motor MG3 is transmitted to the motor ECU 40 (step S480), the vehicle required braking torque Td * is set as the target brake torque Tb * (step S330b), and the brakes 89a, 89b, 89c, 89d Drive control is performed (step S340b), the torque command Tm1 * of the motor MG1 is transmitted to the motor ECU 40 (step S300), and the control routine at the time of accelerator off is terminated. Specifically, the drive control of the brakes 89a, 89b, 89c, and 89d is performed so that the brakes 89a, 89b, 89c, and 89d output a braking torque corresponding to the target brake torque Tb * from the brakes 89a, 89b, 89c, and 89d. This is performed by driving and controlling an actuator (not shown). In this case, a torque corresponding to the vehicle required braking torque Td * is applied to the vehicle by the brake torque Tb from the brakes 89a, 89b, 89c, 89d. Thus, even when the vehicle is requested to brake when the motors MG2 and MG3 cannot be regeneratively braked and the friction torque Te of the engine 22 cannot be applied to the vehicle, the braking request can be sufficiently met. It is possible to suppress the driver from feeling uncomfortable. Further, while the braking torque is applied to the vehicle using the torque Tm2 due to the regenerative braking of the motor MG2 and the friction torque Te of the engine 22, the motors MG2 and MG3 cannot be regeneratively braked and the friction of the engine 22 occurs. Even when the torque Te can no longer be applied to the vehicle, the braking torque Tb from the brakes 89a, 89b, 89c, 89d is applied to the vehicle in accordance with the vehicle required braking torque Td *, so that the braking is applied to the vehicle. A sudden change in torque can be suppressed, and a shock to the driver can also be suppressed.

  According to the hybrid vehicle 20B of the embodiment described above, the motor MG2 can be regeneratively braked and the friction torque of the engine 22 can be applied to the vehicle when braking torque is required for the vehicle. Although the torque based on the vehicle required braking torque Td * is applied to the vehicle by using the torque Tm2 due to the regenerative braking of MG2 and the friction torque Te of the engine 22, the friction torque Te of the engine 22 can be regenerated. When it cannot be applied to the vehicle, torque based on the vehicle required braking torque Td * is applied to the vehicle using the torque Tm2 generated by the regenerative braking of the motor MG2, and the motor MG2 cannot be regeneratively braked, and the friction torque Te of the engine 22 can be prevented. Made on the vehicle When it is possible, the vehicle required braking torque Td * is applied to the vehicle using the friction torque Te of the engine 22, the motor MG2 cannot be regeneratively braked, and the friction torque Te of the engine 22 cannot be applied to the vehicle. When the motor MG3 can be regeneratively braked, the torque based on the vehicle required braking torque Td * is applied to the vehicle using the torque Tm3 generated by the regenerative braking of the motor MG3, and the motor MG2 cannot be regeneratively braked. When the friction torque Te of the engine 22 cannot be applied to the vehicle and when the motor MG3 cannot be regeneratively braked, the vehicle required braking torque Td * using the brake torque Tb from the brakes 89a, 89b, 89c, 89d. The torque based is applied to the vehicle. As a result, even when the motors MG2 and MG3 cannot be regeneratively braked or when the friction torque Te of the engine 22 cannot be applied to the vehicle, the vehicle required braking torque Td * can be sufficiently handled. It can suppress giving a sense of incongruity. Further, when the motor MG2 cannot be regeneratively braked while the braking force is being applied to the vehicle by the torque Tm2 due to the regenerative braking of the motor MG2 and the friction torque Te of the engine 22, the friction torque Te of the engine 22 Even when the vehicle can no longer act on the vehicle, it is possible to suppress a sudden change in the braking torque to be applied to the vehicle and to suppress a shock to the driver.

  In the hybrid vehicle 20B of the second embodiment, when the motor MG2 can be regeneratively braked and the friction torque Te of the engine 22 can be applied to the vehicle, the torque Tm2 due to the regenerative braking of the motor MG2 and the friction torque of the engine 22 Although the torque based on the vehicle required braking torque Td * is applied to the vehicle using Te, the vehicle required braking is performed using only one of the torque Tm2 due to the regenerative braking of the motor MG2 and the friction torque Te of the engine 22. Torque based on the torque Td * may be applied to the vehicle, and if the motor MG3 can be regeneratively braked, the torque Tm2 due to regenerative braking of the motor MG2, the torque Tm3 due to regenerative braking of the motor MG3, and the friction torque of the engine 22 Te and Out may a torque based on the vehicle required braking torque Td * by means of at least one as to act on the vehicle.

  In the hybrid vehicle 20B of the second embodiment, when the motor MG2 can be regeneratively braked but the friction torque Te of the engine 22 cannot be applied to the vehicle, the vehicle required braking torque is generated using the torque Tm2 generated by the regenerative braking of the motor MG2. When the torque based on Td * is applied to the vehicle and the motor MG2 cannot be regeneratively braked and the friction torque Te of the engine 22 can be applied to the vehicle, the vehicle required braking torque Td is used using the friction torque Te of the engine 22. * Is applied to the vehicle, but in these cases, when the regenerative braking of the motor MG3 can be performed, the regenerative braking of the motor MG3 is performed in addition to or instead of the torque generated by the regenerative braking of the motor MG2 or the friction torque Te of the engine 22. For braking Or as using that torque Tm3.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, it is determined whether or not the engine 22 is normal when determining whether or not the engine brake can be applied. However, instead of or in addition to this, it may be determined whether or not the motor 22 can be motored by the motor MG1. Whether the motor 22 can be motored by the motor MG1 is determined by, for example, comparing the temperature θm1 of the motor MG1 with the threshold value θm1ref or comparing the temperature θi1 of the inverter 41 with the threshold value θi1ref. Can do. Here, the threshold value θm1ref is set to the allowable limit temperature of the motor MG1 or a temperature slightly lower than that, and the threshold value θi1ref is set to the allowable limit temperature of the inverter 41 or a temperature slightly lower than that.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, when determining whether the motor MG2 can be regeneratively braked, the motor temperature θm, the inverter temperature θi, and the state of the transmission 60 ( The determination is made based on whether the battery is normal) and the remaining capacity SOC of the battery 50. However, the determination may be made based on one or more of them. Further, in place of or in addition to the motor temperature θm, whether or not the motor MG2 is normal is determined based on other parameters (for example, the rotational speed Nm2 of the motor MG2 and the rotational speed change amount ΔNm2 (Nm2−previous Nm2)). It is good also as what determines using the determination result etc.). Further, instead of or in addition to the inverter temperature θi, the determination is made using other parameters (for example, a result of determining whether the inverter 42 is normal based on the state of the switching element of the inverter 42). Also good. In the hybrid vehicle 20B of the second embodiment, when determining whether the motor MG3 can be regeneratively braked, the determination is made based on the motor temperature θm2, the inverter temperature θi2, and the remaining capacity SOC of the battery 50. However, the determination may be made based on one or more of these. Further, instead of or in addition to the motor temperature θm2, whether or not the motor MG3 is normal based on other parameters (for example, the rotational speed Nm3 of the motor MG3, the rotational speed change amount ΔNm3 (Nm3−previous Nm3), etc.) It is good also as what determines using the determination result etc.). Further, instead of or in addition to the inverter temperature θi2, the determination is made using other parameters (for example, a result of determining whether or not the inverter 48a is normal based on the state of the switching element of the inverter 48a). Also good.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, the gate of the switching element of the inverter 42 is cut off when the motor MG2 cannot be regeneratively braked. The motor MG2 may be controlled by a zero torque command Tm2 *. In the hybrid vehicle 20 of the embodiment, when the engine brake cannot be applied, the torque command Tm1 * of the motor MG1 is set to a value of 0, but the gate of the switching element of the inverter 41 is cut off. Also good. In the hybrid vehicle 20B of the second embodiment, the gate of the inverter 48a of the motor MG3 is shut off when the braking request is made and the torque Tm3 due to the regenerative braking of the motor MG3 is not used. The motor MG3 may be controlled with a zero torque command Tm3 *.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, it is determined whether or not the motor MG2 can be regeneratively braked and whether or not the engine brake can be applied. However, it may be determined only whether or not the engine brake can be applied.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, the transmission 60 is provided. However, the transmission 60 may not be provided.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is explanatory drawing which shows an example of the control routine at the time of the accelerator off performed by the electronic control unit for hybrids of an Example. It is explanatory drawing which shows an example of the map for request | requirement braking torque setting. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; FIG. 6 is an explanatory diagram showing a relationship between a target rotational speed Ne * of an engine 22 and a target friction torque Te *. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. It is a block diagram which shows the outline of a structure of the hybrid vehicle 20B of 2nd Example. It is explanatory drawing which shows a part of example of the control routine at the time of the accelerator off performed by the hybrid electronic control unit 70 of 2nd Example. It is explanatory drawing which shows a part of example of the control routine at the time of the accelerator off performed by the hybrid electronic control unit 70 of 2nd Example.

Explanation of symbols

20, 20B, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b, 39c, 39d, 39e, 39f drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 46 , 47 Temperature sensor, 48 Rotating shaft, 48a Inverter, 48b Rotational position detection sensor, 48c, 48d Temperature sensor, 50 Battery, 51 Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 60 Variable Machine, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 61, 65 sun gear, 62, 66 ring gear, 63a first pinion gear, 63b second pinion gear, 64, 68 carrier, 67 pinion gear, 70 electronic for hybrid Control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89a , 89b, 89c, 89d Brake, 230 Counter rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor, B1, B2 brake.

Claims (22)

An internal combustion engine capable of outputting power to the axle side and generating rotational resistance with rotation;
Motoring means capable of motoring the internal combustion engine;
An electric motor capable of inputting and outputting power to the axle side;
Power storage means capable of exchanging electric power with the motoring means and the electric motor,
When a braking force request is made on the axle side, when a predetermined engine system abnormality has not occurred in at least the engine system including the internal combustion engine and the motoring means, a braking force based on the braking force request is applied to the internal combustion engine. The internal combustion engine, the motoring means, and the electric motor are controlled so as to be output to the axle side by at least one of a braking force due to rotational resistance and a braking force due to regenerative braking of the electric motor, and the engine system includes the Control means for controlling the motor so that a braking force based on the braking force request is output to the axle side by a braking force generated by regenerative braking of the motor when a predetermined engine system abnormality occurs;
A vehicle comprising:   2. The vehicle according to claim 1, wherein the control means is a means for controlling when an abnormality occurs in the internal combustion engine as when the predetermined engine system abnormality occurs in the engine system.   3. The control means according to claim 1, wherein the control means is a means for controlling when the internal combustion engine cannot be motored by the motoring means as a case where the predetermined engine system abnormality occurs in the engine system. vehicle.   When the braking force request is made on the axle side and the predetermined engine system abnormality does not occur in the engine system, the control means determines that the braking force based on the braking force request is a braking force due to the rotational resistance of the internal combustion engine. And controlling the internal combustion engine, the motoring means, and the electric motor so as to be output to the axle side by at least one of braking force generated by regenerative braking of the electric motor, and during the control, the engine 2. The means for controlling the electric motor so that a braking force based on the braking force request is output to the axle side by a braking force generated by the regenerative braking of the electric motor when the predetermined engine system abnormality occurs in the system. 3. Vehicle according to any one of the above. A vehicle according to any one of claims 1 to 3,
A braking force applying means capable of applying a braking force to the axle;
When a braking force request is made on the axle side, the control means does not cause a predetermined motor system abnormality at least in an electric motor system including the motor, and does not cause the predetermined engine system abnormality in the engine system. The internal combustion engine and the motoring means so that a braking force based on the braking force request is output to the axle side by at least one of a braking force due to rotational resistance of the internal combustion engine and a braking force due to regenerative braking of the electric motor. And when the predetermined motor system abnormality does not occur in the motor system and the predetermined engine system abnormality occurs in the engine system, a braking force based on the braking force request is applied to the electric motor. The engine system is controlled in such a way that the motor is controlled to be output to the axle side by the braking force by regenerative braking, and the predetermined motor system abnormality occurs in the motor system. When the predetermined engine system abnormality has not occurred, the internal combustion engine and the motoring means are controlled so that a braking force based on the braking force request is output to the axle side by a braking force due to a rotational resistance of the internal combustion engine. When the predetermined motor system abnormality occurs in the motor system and the predetermined engine system abnormality occurs in the engine system, a braking force based on the braking force request is applied from the braking force applying means. A vehicle which is a means for controlling the braking force applying means so as to be output to the axle side by power.   When the braking force request is made on the axle side, the control means does not cause the predetermined motor system abnormality in the motor system and does not cause the predetermined engine system abnormality in the engine system. The internal combustion engine, the motoring means, and the electric motor so that a braking force based on the demand is output to the axle side by at least one of a braking force due to a rotational resistance of the internal combustion engine and a braking force due to regenerative braking of the electric motor. When the predetermined engine system abnormality occurs in the engine system during the normal time control, the braking force based on the braking force request is applied to the regeneration of the motor. The engine system abnormality control is performed to control the motor so that the motor is output to the axle side by the braking force generated by braking, and the motor system is subjected to the predetermined control during the normal time control. When an abnormality occurs in the engine system that controls the internal combustion engine and the motoring means so that a braking force based on the braking force request is output to the axle side by a braking force generated by a rotational resistance of the internal combustion engine when a motive system abnormality occurs. When the predetermined motor system abnormality occurs in the motor system and the predetermined engine system abnormality occurs in the engine system during execution of the control and the normal time control is performed, the control is based on the braking force request. 6. The vehicle according to claim 5, wherein the vehicle is a means for executing an electric motor-system engine abnormality control for controlling the braking force applying means so that a braking force is output to the axle side by a braking force applied from the braking force applying means. .   The vehicle according to claim 5 or 6, wherein the control means is a means for controlling when the predetermined electric motor system abnormality has occurred in the electric motor system when the electric motor cannot be regeneratively braked.   The vehicle according to any one of claims 5 to 7, wherein the control means is means for controlling when the temperature of the electric motor system is equal to or higher than a predetermined temperature as a case where the predetermined electric motor system abnormality occurs in the electric motor system.   The control means is means for controlling when the power storage means is in an unchargeable state as when the predetermined motor system abnormality occurs in at least the motor system including the power storage means in addition to the electric motor. The vehicle according to any one of 5 to 8. A vehicle according to any one of claims 5 to 9,
A transmission means connected to the rotating shaft of the electric motor and the axle side, and performing transmission of power between the rotating shaft of the electric motor and the axle side with a change in gear;
When the transmission means cannot transmit power between the rotating shaft of the motor and the axle side by the speed change means, the control means includes at least the speed change means in addition to the motor. A vehicle that is a means to control when an abnormality has occurred.   The motoring means is connected to the output shaft of the internal combustion engine and the axle side, and inputs power and power to output at least part of the power from the internal combustion engine to the axle side with input and output of power and power. The vehicle according to any one of claims 1 to 10, which is an output means.   The power power input / output means is connected to three shafts of an output shaft of the internal combustion engine, the axle and a third shaft which can rotate, and is based on power input / output to any two of the three shafts. The vehicle according to claim 11, comprising: a three-axis power input / output unit that inputs / outputs power to the remaining shaft; and a generator capable of inputting / outputting power to / from the third shaft. An internal combustion engine capable of outputting power to the first axle side and generating rotational resistance with rotation;
Motoring means capable of motoring the internal combustion engine;
A first electric motor capable of inputting and outputting power to the first axle side;
A second electric motor capable of inputting and outputting power to the first axle side or a second axle side different from the first axle side;
Power storage means capable of exchanging electric power with the motoring means, the first motor, and the second motor;
When a braking force request is made to the vehicle, when a predetermined engine system abnormality does not occur in at least the engine system including the internal combustion engine and the motoring means, the braking force due to the rotational resistance of the internal combustion engine and the first motor The internal combustion engine and the motoring means so that a braking force based on the braking force request acts on the vehicle using at least one of a braking force due to regenerative braking and a braking force due to regenerative braking of the second motor. The first motor and the second motor are controlled, and when the predetermined engine system abnormality occurs in the engine system, the braking force by the regenerative braking of the first motor and the braking force by the regenerative braking of the second motor Control means for controlling the first electric motor and the second electric motor so that a braking force based on the braking force request acts on the vehicle using at least one of
A vehicle comprising:   When the braking force is requested to the vehicle and the predetermined engine system abnormality does not occur in the engine system, the control means controls the braking force due to the rotational resistance of the internal combustion engine and the regenerative braking of the first electric motor. The internal combustion engine, the motoring means, and the first motor so that a braking force based on the braking force request is applied to the vehicle using at least one of power and a braking force generated by regenerative braking of the second motor. And the second electric motor, and when the predetermined engine system abnormality occurs in the engine system during the control, the braking force by the regenerative braking of the first motor and the regenerative braking of the second motor 14. The vehicle according to claim 13, which is means for controlling the first electric motor and the second electric motor so that a braking force based on the braking force request is applied to the vehicle by using at least one of the braking force generated by the vehicle. The vehicle according to claim 13,
A braking force applying means capable of applying a braking force to at least one of the first axle side and the second axle side;
When a braking force request is made to the vehicle, the control means has no predetermined first electric drive system abnormality in the first electric drive system including at least the first electric motor, and the predetermined engine is in the engine system. When no system abnormality has occurred, the braking force based on the braking force request acts on the vehicle using at least one of the braking force due to the rotational resistance of the internal combustion engine and the braking force due to the regenerative braking of the first motor. The internal combustion engine, the motoring means and the first electric motor are controlled so that the predetermined first electric drive system abnormality does not occur in the first electric drive system, and the predetermined engine system abnormality occurs in the engine system. When this occurs, the first electric motor is controlled using the braking force generated by the regenerative braking of the first motor so that the braking force based on the braking force request acts on the vehicle. When the first electric drive system abnormality occurs but the predetermined engine system abnormality does not occur in the engine system, the braking force based on the braking force request is applied to the vehicle using the braking force generated by the rotation resistance of the internal combustion engine. The internal combustion engine and the motoring means are controlled so as to act on the engine, the predetermined first electric drive system abnormality occurs in the first electric drive system, and the predetermined engine system abnormality occurs in the engine system. When a predetermined second electric drive system abnormality does not occur in the second electric drive system including at least the second electric motor, the braking force request is made using the braking force generated by regenerative braking of the second electric motor. The second electric motor is controlled so that the braking force based on the vehicle acts on the vehicle, the predetermined first electric drive system abnormality occurs in the first electric drive system, and the predetermined engine system abnormality occurs in the engine system. Arise When the predetermined second electric drive system abnormality occurs in the second electric drive system, the braking force based on the braking force request is applied to the vehicle using the braking force from the braking force applying means. A vehicle which is means for controlling the braking force applying means to act.   The control means controls the time when the first electric motor cannot be regeneratively braked as a case where the predetermined first electric drive system abnormality has occurred in the first electric drive system and regeneratively brakes the second electric motor. The vehicle according to claim 15, wherein the vehicle is a means for controlling when the predetermined second electric drive system abnormality has occurred in the second electric drive system as a time when the control cannot be performed.   The control means controls when the temperature of the first electric drive system is equal to or higher than a predetermined temperature as a case where the predetermined first electric drive system abnormality occurs in the first electric drive system and the second electric drive. The vehicle according to claim 15 or 16, which is means for controlling when the temperature of the system is equal to or higher than a predetermined temperature as when the predetermined second electric drive system abnormality occurs in the second electric drive system.   When the power storage means is in a non-chargeable state, the control means has the predetermined first electric drive system abnormality in the first electric drive system and the predetermined second electric drive system in the second electric drive system. The vehicle according to any one of claims 15 to 17, which is means for controlling that a drive system abnormality has occurred.   When the braking force request is made to the vehicle, the control means does not cause the predetermined first electric drive system abnormality in the first electric drive system and causes the predetermined engine system abnormality in the engine system. When there is not, the internal combustion engine is configured so that the braking force based on the braking force request acts on the vehicle using at least one of the braking force due to the rotational resistance of the internal combustion engine and the braking force due to the regenerative braking of the first motor. The normal motor control for controlling the motoring means and the first electric motor is executed, and when the predetermined engine system abnormality occurs in the engine system during the normal time control, the first electric motor is operated. The first electric drive system is controlled during execution of the normal time control by controlling the first electric motor so that the braking force based on the braking force request is applied to the vehicle using the braking force generated by the regenerative braking. In the above place When the first electric drive system abnormality occurs, the internal combustion engine and the motoring means are controlled so that the braking force based on the braking force request acts on the vehicle using the braking force generated by the rotational resistance of the internal combustion engine. And when the predetermined first electric drive system abnormality occurs in the first electric drive system and the predetermined engine system abnormality occurs in the engine system during execution of the normal control. When the predetermined second electric drive system abnormality does not occur in the second electric drive system, the braking force based on the braking force request is applied to the vehicle using the braking force generated by the regenerative braking of the second electric motor. While the second electric motor is controlled and the normal control is executed, the predetermined first electric drive system abnormality occurs in the first electric drive system and the predetermined engine system abnormality occurs in the engine system. When When the predetermined second electric drive system abnormality occurs in the electric drive system, the braking force applying means is applied so that the braking force based on the braking force request acts on the vehicle using the braking force from the braking force applying means. The vehicle according to any one of claims 15 to 18, which is means for controlling. A vehicle according to any one of claims 15 to 19,
A transmission means connected to the rotating shaft of the first electric motor and the first axle side, and transmitting power between the rotating shaft of the first electric motor and the first axle side with a change in gear;
When the transmission means cannot transmit power between the rotating shaft of the first motor and the first axle side by the speed change means, the control means makes the predetermined first electric drive system abnormality. Vehicle that is a means to control when is occurring. An internal combustion engine capable of outputting power to the axle side and generating rotational resistance with rotation; motoring means capable of motoring the internal combustion engine; an electric motor capable of inputting / outputting power to the axle side; and the motor A vehicle control method comprising ring means and power storage means capable of exchanging electric power with the electric motor,
When a braking force request is made on the axle side, when a predetermined engine system abnormality does not occur in at least the engine system including the internal combustion engine and the motoring means, the braking force based on the braking force request is applied to the internal combustion engine. The internal combustion engine, the motoring means, and the electric motor are controlled so as to be output to the axle side by at least one of a braking force due to rotational resistance and a braking force due to regenerative braking of the electric motor, and the engine system includes the A vehicle control method comprising: controlling a motor so that a braking force based on the braking force request is output to the axle side by a braking force generated by regenerative braking of the motor when a predetermined engine system abnormality occurs. . An internal combustion engine capable of outputting power to the first axle side and generating rotational resistance with rotation, motoring means capable of motoring the internal combustion engine, and a first power input / output capable of inputting / outputting power to the first axle side A first motor, a second motor capable of inputting / outputting power to / from the first axle side or a second axle side different from the first axle side, the motoring means, the first motor, the second motor, and electric power A vehicle storage method comprising:
When a braking force request is made to the vehicle, when a predetermined engine system abnormality does not occur in at least the engine system including the internal combustion engine and the motoring means, the braking force due to the rotational resistance of the internal combustion engine and the first motor The internal combustion engine and the motoring means so that a braking force based on the braking force request acts on the vehicle using at least one of a braking force due to regenerative braking and a braking force due to regenerative braking of the second motor. The first motor and the second motor are controlled, and when the predetermined engine system abnormality occurs in the engine system, the braking force by the regenerative braking of the first motor and the braking force by the regenerative braking of the second motor And controlling the first electric motor and the second electric motor so that a braking force based on the braking force request acts on the vehicle using at least one of Method.

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