JP4285483B2 - Vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the temporary omission of a damping force acting on a vehicle in the case of stopping the operation of an internal combustion engine under damping. <P>SOLUTION: When a brake pedal is stepped on by a driver, and an engine stop request is made (time T1) while a damping torque is output from a motor MG2 and an oil pressure brake, a portion of the damping torque from a motor MG2 is replaced with the damping torque from the oil pressure brake, and the engine is smoothly stopped according to the control of the motor MG1. As a result, a power as the sum of the generated output of the motor MG1 and the generated output of the motor MG2 exceeds the input limit of a battery. Thus, it is possible to suppress the torque of the motor MG2 from being limited, and to prevent the torque omission of the damping torque. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

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

Conventionally, as this type of vehicle, there has been proposed a vehicle in which braking force by regenerative control of an electric motor and braking force by a hydraulically driven brake are coordinated when a braking force is required (see, for example, Patent Document 1). . In this vehicle, when switching between regenerative braking and hydraulic braking, the decrease in braking feeling due to a sudden change in braking force is prevented by matching the increase in hydraulic braking force with the slow response of regenerative braking force. Yes.
JP-A-6-153316

  When the braking by the electric motor and the braking by the hydraulically driven brake are applied in cooperation, the braking force by the electric motor may not be temporarily output due to the difference in the configuration of the power output device mounted on the vehicle. For example, an internal combustion engine, a planetary gear having a carrier connected to the output shaft of the internal combustion engine and a ring gear connected to the axle, a generator connected to the sun gear of the planetary gear, and an electric motor that outputs power to the axle In a vehicle equipped with a power output device provided, when stopping the operation of the internal combustion engine, in order to reduce torque shock due to the stop of the operation of the internal combustion engine, when the internal combustion engine is smoothly stopped, the electric motor is limited by the input of the battery. May not be able to output a sufficient braking force. In this case, the braking force acting on the vehicle is temporarily lost.

  An object of the vehicle and the control method thereof of the present invention is to suppress a temporary release of a braking force acting on the vehicle when the operation of the internal combustion engine is stopped during braking.

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

The first vehicle of the present invention is
An internal combustion engine;
Power power input / output means connected to the output shaft and the axle side of the internal combustion engine, and for inputting / outputting power to / from the output shaft and the axle side with input / output of power and power,
An electric motor capable of outputting power to either the axle or an axle different from the axle;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Braking force applying means capable of applying braking force to the vehicle;
An input / output restriction setting means for setting an input / output restriction that is an upper and lower limit of electric power for charging and discharging the power storage means based on the state of the power storage means;
Requested driving force setting means for setting a requested driving force required for the vehicle based on the operation of the driver;
When the set required driving force is a braking force, when the internal combustion engine is operating, the set required driving force is within a range of the set input / output limit with the operation of the internal combustion engine. The internal combustion engine, the power power input / output means, the electric motor, and the braking force applying means are controlled to act on the engine, and when the operation of the internal combustion engine is stopped, the electric motor before the operation stop of the internal combustion engine is Replacing at least a part of the braking force with the braking force by the braking force applying means and replacing at least a part of the braking force by the braking force applying means after the operation of the internal combustion engine with the braking force by the electric motor. Accordingly, the operation of the internal combustion engine is smoothly stopped, and the internal combustion engine and the electric power are set so that the set required driving force acts on the vehicle within the set input / output limit range. Controlling the force input / output means, the electric motor and the braking force applying means, and holding the operation stop of the internal combustion engine when the operation of the internal combustion engine is stopped, and within the set input / output limit Control means for controlling the internal combustion engine, the electric power drive input / output means, the electric motor, and the braking force applying means so that the set required driving force acts on the vehicle;
It is a summary to provide.

  In the first vehicle of the present invention, when the required driving force required for the vehicle set based on the driver's operation is a braking force, the electric power is stored with the operation of the internal combustion engine when the internal combustion engine is operating. The internal combustion engine, the power drive input / output means, the electric motor, and the braking force applying means are controlled so that the required driving force acts on the vehicle within the range of the input / output restriction of the means. Thereby, when the internal combustion engine is operated, a braking force as a required driving force can be applied to the vehicle. Further, when stopping the operation of the internal combustion engine, at least a part of the braking force by the electric motor before the operation stop of the internal combustion engine is replaced with the braking force by the braking force applying means, and the braking force applying means after the operation of the internal combustion engine is stopped The internal combustion engine is smoothly shut down with the replacement of the braking force by at least a part of the braking force by the electric motor, and the required driving force is applied to the vehicle within the range of the input / output limit of the power storage means. The engine, power power input / output means, electric motor, and braking force applying means are controlled. That is, when the operation of the internal combustion engine is stopped, a part of the braking force by the electric motor is replaced by the braking force by the braking force applying means, so that the motor is sufficiently controlled by smoothly stopping the operation of the internal combustion engine. Even if the power cannot be applied, the braking force as the required driving force can be applied to the vehicle. Further, when the internal combustion engine is stopped, the internal combustion engine, the power power input / output means, and the electric motor are maintained so that the required driving force is applied to the vehicle within the range of the input / output limit of the power storage means. The braking force applying means is controlled. As a result, the braking force as the required driving force can be applied to the vehicle when the internal combustion engine is stopped. As described above, since the method of applying the braking force as the required driving force is changed depending on the operating state of the internal combustion engine, the operation of the braking force is started when the internal combustion engine is operated, and the operation of the internal combustion engine is stopped. Even if this is done, the braking force as the required driving force can be applied to the vehicle stably.

  In the first vehicle of the present invention, the control means may be means for sequentially replacing the braking force by the electric motor and the braking force by the braking force applying means at a constant rate. In this way, the braking force can be replaced smoothly.

  In the first vehicle of the present invention, the control means is means for replacing the braking force by the electric motor and the braking force by the braking force applying means so that the braking force by the electric motor becomes a predetermined braking force. It can also be. Further, in the first vehicle of the present invention, when the operation of the internal combustion engine is stopped, the control means causes the internal combustion engine to smoothly stop with input / output of power by the power power input / output means. It can also be a means for controlling.

The second vehicle of the present invention is
An internal combustion engine;
Power power input / output means connected to the output shaft and the axle side of the internal combustion engine, and for inputting / outputting power to / from the output shaft and the axle side with input / output of power and power,
An electric motor capable of outputting power to either the axle or an axle different from the axle;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Braking force applying means capable of applying braking force to the vehicle;
An input / output restriction setting means for setting an input / output restriction that is an upper and lower limit of electric power for charging and discharging the power storage means based on the state of the power storage means;
Requested driving force setting means for setting a requested driving force required for the vehicle based on the operation of the driver;
When the set required driving force is a braking force, the set required driving force acts on the vehicle with the action of the first braking force by the electric motor until the operation of the internal combustion engine is stopped. The electric motor and the braking force applying means are controlled, and after the operation of the internal combustion engine is stopped, the braking force by the braking force applying means is replaced by at least part of the braking force by the electric motor. The electric motor and the braking force applying means so that the set required driving force acts on the vehicle with an action of a braking force larger than the first braking force by the electric motor within a set input / output limit range. Braking control means for controlling,
It is a summary to provide.

  In the second vehicle of the present invention, when the required driving force required for the vehicle set based on the operation of the driver is a braking force, the first control by the electric motor is stopped until the operation of the internal combustion engine is stopped. The electric motor and the braking force applying means are controlled so that the required driving force acts on the vehicle with the action of power. Thus, the braking force as the required driving force can be applied to the vehicle until the operation of the internal combustion engine is stopped. In addition, after the operation of the internal combustion engine is stopped, the first force by the electric motor is within the range of the input / output limitation of the power storage means via the replacement of the braking force by the braking force applying means with at least a part of the braking force by the electric motor. The electric motor and the braking force applying means are controlled so that the required driving force is applied to the vehicle with the action of a braking force larger than the braking force. As a result, the braking force as the required driving force can be applied to the vehicle regardless of the state in which a sufficient braking force cannot be applied from the electric motor as the internal combustion engine is smoothly stopped.

  In the first vehicle and the second vehicle of the present invention, the power drive input / output means is connected to three axes of the internal combustion engine, the drive shaft, and the rotation shaft, and any two of the three shafts. It is also possible to provide means including a three-axis power input / output means for inputting / outputting power to the remaining shaft based on the power input / output to / from the power generator and a generator for inputting / outputting power to / from the rotating shaft. .

The first vehicle control method of the present invention comprises:
An internal combustion engine; power power input / output means connected to the output shaft and the axle side of the internal combustion engine for inputting and outputting power to and from the output shaft and the axle side with input and output of power and power; and the axle or An electric motor capable of outputting power to any of the axles different from the axle, the electric power driving input / output means, an electric storage means capable of exchanging electric power with the electric motor, and a braking force applying means capable of applying a braking force to the vehicle A control method for the vehicle when a braking force is set as a required driving force required for the vehicle in a vehicle comprising:
(A) When the internal combustion engine is in operation, the internal combustion engine and the internal combustion engine are operated so that the set required driving force acts on the vehicle within the range of the input / output limit of the power storage means with the operation of the internal combustion engine. Controlling power power input / output means, the electric motor and the braking force applying means;
(B) When stopping the operation of the internal combustion engine, replacing at least a part of the braking force by the electric motor before stopping the operation of the internal combustion engine with the braking force by the braking force applying means and the operation of the internal combustion engine After the stop, the internal combustion engine is smoothly shut down with the replacement of at least a part of the braking force by the braking force applying means with the braking force by the electric motor, and within the input / output limit range of the power storage means. And controlling the internal combustion engine, the power power input / output means, the electric motor, and the braking force applying means so that the set required driving force acts on the vehicle,
(C) When the internal combustion engine is shut down, the internal combustion engine is held so that the set required driving force acts on the vehicle within the range of the input / output limit of the power storage means. And controlling the electric power drive input / output means, the electric motor, and the braking force applying means,
This is the gist.

  In the first vehicle control method of the present invention, when the required driving force required for the vehicle set based on the driver's operation is a braking force, the internal combustion engine is operated when the internal combustion engine is operating. Accordingly, the internal combustion engine, the power driving input / output means, the electric motor, and the braking force applying means are controlled so that the required driving force acts on the vehicle within the range of the input / output restriction of the power storage means. Thereby, when the internal combustion engine is operated, a braking force as a required driving force can be applied to the vehicle. Further, when stopping the operation of the internal combustion engine, at least a part of the braking force by the electric motor before the operation stop of the internal combustion engine is replaced with the braking force by the braking force applying means, and the braking force applying means after the operation of the internal combustion engine is stopped The internal combustion engine is smoothly shut down with the replacement of the braking force by at least a part of the braking force by the electric motor, and the required driving force is applied to the vehicle within the range of the input / output limit of the power storage means. The engine, power power input / output means, electric motor, and braking force applying means are controlled. That is, when the operation of the internal combustion engine is stopped, a part of the braking force by the electric motor is replaced by the braking force by the braking force applying means, so that the motor is sufficiently controlled as the internal combustion engine is smoothly stopped. Even if the power cannot be applied, the braking force as the required driving force can be applied to the vehicle. Further, when the internal combustion engine is stopped, the internal combustion engine, the power power input / output means, and the electric motor are maintained so that the required driving force is applied to the vehicle within the range of the input / output limit of the power storage means. The braking force applying means is controlled. As a result, the braking force as the required driving force can be applied to the vehicle when the internal combustion engine is stopped. As described above, since the method of applying the braking force as the required driving force is changed depending on the operating state of the internal combustion engine, the operation of the braking force is started when the internal combustion engine is operated, and the operation of the internal combustion engine is stopped. Even if this is done, the braking force as the required driving force can be applied to the vehicle stably.

The second vehicle control method of the present invention comprises:
An internal combustion engine; power power input / output means connected to the output shaft and the axle side of the internal combustion engine for inputting and outputting power to and from the output shaft and the axle side with input and output of power and power; and the axle or An electric motor capable of outputting power to any of the axles different from the axle, the electric power driving input / output means, an electric storage means capable of exchanging electric power with the electric motor, and a braking force applying means capable of applying a braking force to the vehicle A control method for the vehicle when a braking force is set as a required driving force required for the vehicle in a vehicle comprising:
(A) Until the operation of the internal combustion engine is stopped, the electric motor and the braking force applying means are arranged so that the set required driving force acts on the vehicle with the action of the first braking force by the electric motor. Control
(B) After the operation of the internal combustion engine is stopped, at least a part of the braking force by the braking force applying unit is replaced with the braking force by the electric motor within the input / output limit range of the power storage unit. Controlling the electric motor and the braking force applying means so that the set required driving force acts on the vehicle with an action of a braking force larger than the first braking force by the electric motor;
This is the gist.

  In the second vehicle control method of the present invention, when the required driving force required for the vehicle set based on the operation of the driver is the braking force, the first operation by the electric motor is performed until the operation of the internal combustion engine is stopped. The electric motor and the braking force applying means are controlled so that the required driving force acts on the vehicle with the action of the braking force of 1. Thus, the braking force as the required driving force can be applied to the vehicle until the operation of the internal combustion engine is stopped. In addition, after the operation of the internal combustion engine is stopped, the first force by the electric motor is within the range of the input / output limitation of the power storage means via the replacement of the braking force by the braking force applying means with at least a part of the braking force by the electric motor. The electric motor and the braking force applying means are controlled so that the required driving force is applied to the vehicle with the action of a braking force larger than the braking force. As a result, the braking force as the required driving force can be applied to the vehicle regardless of the state in which a sufficient braking force cannot be applied from the electric motor as the internal combustion engine is smoothly stopped.

  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 reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, A brake actuator 92 for controlling the brakes of the drive wheels 39a and 39b and driven wheels (not shown) and a hybrid electronic control unit 70 for controlling the entire drive system of the 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. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a via the gear mechanism 37 and the differential gear 38 to the drive wheels 39a and 39b of the vehicle.

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

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 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 Tb 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 brake actuator 92 has a braking torque corresponding to the share of the brake in the braking force applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 90 and the vehicle speed V generated in response to the depression of the brake pedal 85. The brake wheel cylinders 96a to 96d are adjusted so as to act on the driven wheels 39b and the driven wheels (not shown), and the braking torques are applied to the drive wheels 39a and 39b and the driven wheels regardless of the depression of the brake pedal 85. The hydraulic pressures of 96a to 96d can be adjusted. Hereinafter, a case where a braking force is applied to the drive wheels 39a and 39b and a driven wheel (not shown) by the operation of the brake actuator 92 is referred to as a hydraulic brake. The brake actuator 92 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 94. The brake ECU 94 inputs signals such as a wheel speed from a wheel speed sensor (not shown) attached to the drive wheels 39a and 39b and the driven wheel and a steering angle from a steering angle sensor (not shown) through a signal line (not shown). When the driver depresses the brake pedal 85, an anti-lock brake system function (ABS) that prevents any of the driving wheels 39a, 39b or the driven wheels from slipping due to locking, or when the driver depresses the accelerator pedal 83 Traction control (TRC) for preventing any one of the drive wheels 39a and 39b from slipping due to idling, posture holding control (VSC) for holding the posture while the vehicle is turning, and the like are also performed. The brake ECU 94 communicates with the hybrid electronic control unit 70, and controls the drive of the brake actuator 92 by a control signal from the hybrid electronic control unit 70, and the data regarding the state of the brake actuator 92 is used for the hybrid as necessary. Output to the electronic control unit 70.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, the brake ECU 94, and various control signals and data. We are exchanging.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that 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 of the embodiment configured as described above, particularly the operation when the traveling vehicle is braked and decelerated when the driver depresses the brake pedal 85 while the engine 22 is operating will be described. FIG. 2 is a flowchart showing an example of a braking control routine executed by the hybrid electronic control unit 70. This routine is executed when the driver depresses the brake pedal 85 while the vehicle is running and the engine 22 is operating.

  In the braking control routine, an engine running process (see FIG. 3) for applying a braking force to the vehicle with the operation of the engine 22 is executed until a request to stop the operation of the engine 22 is made (steps S100 and S110). When the engine 22 is requested to stop operation, an engine stop process for smoothly stopping the engine 22 is executed with replacement of the braking torque (step S115). After the operation of the engine 22 is stopped, the engine is stopped. The engine post-stop process (see FIG. 7) for applying the braking force to the vehicle in a state where the operation stop of 22 is maintained is executed (steps S160 and S170). Here, the engine stop process includes a torque replacement process (step S120) in which a part of the braking torque of the motor MG2 is replaced with a brake torque by the hydraulic brake, and an engine stop instruction process (step S120) instructing the engine ECU 24 to stop the operation of the engine 22. S130), a smooth stop process (step S140) for smoothly stopping the engine 22, and a torque return process (step S150) for returning the braking torque replaced by the torque replacement process. The torque replacement process is executed by the torque replacement process exemplified in FIG. 4, the smooth stop process is executed by the smooth stop process exemplified in FIG. 5, and the torque return process is executed by the torque return process exemplified in FIG. Hereinafter, it demonstrates in order.

  3 is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the brake pedal position BP from the brake pedal position sensor 86, the vehicle speed V from the vehicle speed sensor 88, and the motors MG1 and MG2. A process of inputting data necessary for control, such as the rotational speed Nm1, Nm2, the rotational speed Ne of the engine 22 and the input limit Win of the battery 50, is executed (step S200). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 and is input from the engine ECU 24 by communication. Further, 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. It was supposed to be. Further, the input limit Win of the battery 50 is set based on the battery temperature Tb 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. did.

  When the data is input in this way, the required braking torque Tr to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b as the torque required for the vehicle based on the input brake pedal position BP and the vehicle speed V. * Is set (step S210). 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. 8 shows an example of the required braking torque setting map.

  Subsequently, a minimum rotational speed set in advance based on the input vehicle speed V is set as the target rotational speed Ne * of the engine 22 and a value 0 is set as the target torque Te * (step S220), and a torque command for the motor MG1 is set. A value 0 is set as Tm1 * (step S230). Here, the target rotation speed Ne * of the engine 22 is set to a minimum rotation speed set in advance based on the vehicle speed V in the embodiment, but a predetermined rotation speed such as 1000 rpm or 1200 rpm is set. It may be a thing.

  Next, the input limit Win of the battery 50 is divided by the rotational speed Nm2 of the motor MG2 to calculate a torque limit Tmin as a lower limit of the torque that may be output from the motor MG2 (step S240), and the braking force by the hydraulic brake A temporary motor torque Tm2tmp is calculated by dividing the torque distribution ratio k, which is a distribution ratio between the motor and the braking force by the motor MG2, and the required braking torque Tr * by the gear ratio Gr of the reduction gear 35 (step S250). The larger one of the calculated temporary motor torque Tm2tmp and torque limit Tmin is set as the torque command Tm2 * of the motor MG2 (step S260), and the torque command Tm2 * is multiplied by the gear ratio Gr from the required braking torque Tr *. The brake torque command Tb * to be applied by the hydraulic brake is set (Step S 70). Here, as described above, the torque distribution ratio k is a distribution ratio between the braking force by the hydraulic brake and the braking force by the motor MG2, and is set by the vehicle speed V, the remaining capacity (SOC) of the battery 50, and the like.

  Thus, when the target rotational speed Ne * and target torque Te * of the engine 22, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, and the brake torque command Tb * are set, the target rotational speed Ne * and the target torque Te * are determined. The torque commands Tm1 * and Tm2 * are transmitted to the ECU 24, and the brake torque command Tb * is transmitted to the brake ECU 94 (step S280), and the processing during engine operation ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * having a value of 0 causes fuel injection control and ignition control in the engine 22 so that the engine 22 is operated at the target rotational speed Ne * without outputting torque. Control such as. The motor ECU 40 that has received the torque command Tm1 * and the torque command Tm2 * with the value 0 prevents the motor MG1 from outputting torque and drives the motor MG2 with the torque command Tm2 *. Perform switching control. The brake ECU that has received the brake torque command Tb * controls the brake actuator 92 so that the brake torque based on the brake torque command Tb * acts on the ring gear shaft 32a as the drive shaft.

  The engine post-engine stop process of FIG. 7 is performed except that a process (step S620) for setting the target rotational speed Ne * of the engine 22 to 0 is executed instead of the step S220 of the engine operating process of FIG. This is the same as in-operation processing.

  Next, the engine stop process will be described. In the torque replacement process in the engine stop process, as shown in FIG. 4, the CPU 72 of the hybrid electronic control unit 70 first uses the currently set torque command Tm2 * of the motor MG2 as a return torque Tm2ret used in the torque return process. Set (step S300). Then, until the torque command Tm2 * of the motor MG2 reaches the stop-time torque Tm2stop, the same processing as the steps S200 to S230 of the processing during engine operation of FIG. 3, that is, the brake pedal position BP, the vehicle speed V, the rotation of the motors MG1, MG2 The number Nm1, Nm2, the speed Ne of the engine 22, the input limit Win of the battery 50 (step S310), the process of setting the required braking torque Tr * (step S320), the target speed Ne * of the engine 22, A process of setting the target torque Te * (step S330), a process of setting the torque command Tm1 * of the motor MG1 (step S340), and the torque command Tm2 * of the motor MG2 obtained by increasing the increase / decrease torque ΔTm2 is a new motor MG2. To set as torque command Tm2 * 350), a process of subtracting a new torque command Tm2 * multiplied by the gear ratio Gr from the required braking torque Tr * (step S360), and setting values to the engine ECU 24 and the motor ECU 40. , The process of transmitting to the brake ECU 94 (step S370) is repeated, and the process ends when the torque command Tm2 * of the motor MG2 reaches the torque Tm2stop at the time of stop. Here, the increase / decrease torque ΔTm2 is a torque for smoothly replacing the braking torque from the motor MG2 and the braking torque from the hydraulic brake, and can be determined by the performance of the hydraulic brake, the start interval of this routine, or the like. Further, the stop-time torque Tm2stop is a motor torque that is sufficiently large (small as an absolute value) that the output is not limited by the input limit Win of the battery 50 when the operation of the engine 22 is stopped, and depends on the characteristics of the engine 22, the capacity of the battery 50, and the like. Can be determined.

  The torque return process in the engine stop process is basically a process for returning the braking torque replaced by the torque replacement process. As shown in FIG. 6, there is no process for setting the return torque Tm2ret, and the engine 22 is stopped. Therefore, the value 0 is set to the target rotational speed Ne * of the engine 22 (step S530), the torque command Tm2 * of the motor MG2 is decreased by the increase / decrease torque ΔTm2 (step S550), and the repetition process is performed. Except for the point that the return torque Tm2ret is used for the determination (step S590), this is the same as the torque replacement process of FIG. Therefore, in order to avoid redundant description, further detailed description in the torque return process is omitted.

  When the smooth stop process in the engine stop process is executed, as shown in FIG. 5, the CPU 72 of the hybrid electronic control unit 70 performs the brake pedal position BP and the vehicle speed V in the same manner as in step S200 of the engine operating process of FIG. , Data necessary for control such as the rotational speeds Nm1, Nm2 of the motors MG1, MG2 and the rotational speed Ne of the engine 22 are input (step S400), and the required braking torque Tr * is set based on the brake pedal position BP and the vehicle speed V (Step S410). Subsequently, it is determined whether or not the rotational speed Ne of the engine 22 is equal to or smaller than the threshold value Neref (step S420). When the rotational speed Ne is larger than the threshold value Neref, a value 0 is set to the torque command Tm1 * of the motor MG1 (step S420). S430), when the rotational speed Ne is equal to or less than the threshold value Neref, the torque Tm1stop is set in the torque command Tm1 * of the motor MG1 (step S440). Here, the threshold value Neref is the number of revolutions of the engine 22 at which torque starts to be output from the motor MG1 in order to smoothly stop the engine 22. For example, 600 rpm or 800 rpm can be used. The torque Tm1stop is a positive torque output from the motor MG1 in order to reduce a torque shock caused by a sudden stop of the engine 22 and smoothly stop the engine Tm1stop. The torque Tm1stop is large enough to decrease the rotational speed Ne of the engine 22. Torque can be used.

  Subsequently, the motor MG2 torque command Tm1 * divided by the gear ratio ρ of the power distribution and integration mechanism 30 is subtracted from the torque Tm2stop finally set as the torque command Tm2 * of the motor MG2 in the torque replacement process described above. Set as the torque command Tm2 * of MG2 (step S450), and set the brake torque command Tb * by subtracting the torque command Tm2 * multiplied by the gear ratio Gr from the required braking torque Tr * as in step S270 of FIG. (Step S460). Then, the set torque commands Tm1 *, Tm2 * and the brake torque command Tb * are transmitted to the motor ECU 40 and the brake ECU 94 (step S470), and it is determined whether or not the rotational speed Ne of the engine 22 has reached the value 0 (step). S480). When the rotational speed Ne of the engine 22 has not reached the value 0, the process returns to step S400 and the processing from step S400 to step S480 is repeated. When the rotational speed Ne of the engine 22 reaches the value 0, the torque command Tm1 * of the motor MG1 is set to a value 0 and transmitted to the motor ECU 40 (step S490), and the smooth stop process is terminated.

  FIG. 9 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotational elements of the power distribution and integration mechanism 30 when the rotational speed Ne of the engine 22 reaches the threshold value Neref or less by the smooth stop process. . In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. The nomogram of FIG. 9 shows the torque (Tm2 * · Gr) acting on the ring gear 32 when the torque command Tm2 * is output from the motor MG2 on the R axis and the brake torque command Tb *. Therefore, the torque (Tm2 · Gr) output from the motor MG2 and acting on the ring gear 32 when the smooth stop process is executed without performing the torque replacement process on the side, and the brake torque command Tb * at that time (hereinafter, It is called a comparative example. When the rotational speed Ne of the engine 22 becomes equal to or less than the threshold value Neref, a torque Tm1stop is output from the motor MG1 in order to moderate the decrease in the rotational speed Ne of the engine 22. For this reason, the motor MG1 is regeneratively controlled to generate the output torque and the generated power (Pm1 = Tm1stop · Nm1) corresponding to the rotation speed. In the comparative example, since a part of the braking torque of the motor MG2 by the torque replacement process is not replaced by the braking torque by the hydraulic brake, a large braking torque is output from the motor MG2 as compared with the embodiment, and the output torque and the rotation speed are output. Large generated power (Pm1 = Tm2 · Nm2) corresponding to the above is generated. At this time, the battery 50 is charged by the sum of the generated power Pm1 of the motor MG1 and the generated power Pm2 of the motor MG2, but if this sum exceeds the input limit Win of the battery 50, the motor MG2 Braking torque is limited, the braking force acting on the vehicle is reduced, and so-called braking torque loss occurs. On the other hand, in the embodiment, since a part of the braking torque of the motor MG2 by the torque replacement process is replaced by the braking torque by the hydraulic brake, the generated power Pm2 can be suppressed small because the braking torque of the motor MG2 is small. For this reason, the sum of the generated power Pm1 of the motor MG1 and the generated power Pm2 of the motor MG2 is within the range of the input limit Win of the battery 50, and no torque loss caused by limiting the braking torque of the motor MG2 does not occur. .

  FIG. 10 shows the torque Tm2, brake torque Tb, required braking torque Tr *, motor MG2 rotational speed Nm2, engine 22 rotational speed Ne, and motor MG1 torque when the brake pedal 85 is depressed by the driver. It is explanatory drawing which shows an example of the time change of Tm1 typically. When the engine stop request is made while the braking torque obtained by distributing the required braking torque Tr * corresponding to the depression of the brake pedal 85 with the torque distribution ratio k is being output from the motor MG2 and the hydraulic brake (time T1). A part of the braking torque by the motor MG2 is replaced by the braking torque by the hydraulic brake by the torque replacement process, and the smooth stop process is executed. In time T2 when the rotational speed Ne of the engine 22 reaches the threshold value Neref or less in the smooth stop process, the torque Tm1stop is output from the motor MG1 in order to stop the engine 22 smoothly. A torque summed with a torque for canceling the torque output from MG1 and acting on the ring gear shaft 32a is output. At this time, both the motor MG1 and the motor MG2 are regeneratively controlled and generate generated power Pm1 and Pm2. However, a part of the braking torque of the motor MG2 is replaced by the braking torque by the hydraulic brake by the torque replacement process. The sum of the powers Pm1 and Pm2 falls within the range of the input limit Win of the battery 50, and the torque limit of the motor MG2 is not performed. As a result, the required braking torque Tr * acts on the vehicle, and so-called torque loss does not occur. At time T3 after the rotational speed Ne of the engine 22 reaches the value 0, torque return processing for returning the torque replaced by the torque replacement processing is performed, and after the torque return processing is completed at time T4, the engine is stopped. By the processing, the braking torque obtained by distributing the required braking torque Tr * according to the depression of the brake pedal 85 by the torque distribution ratio k is output from the motor MG2 and the hydraulic brake.

  According to the hybrid vehicle 20 of the embodiment described above, when a stop request for the engine 22 is made while the driver depresses the brake pedal 85 and outputs braking torque from the motor MG2 and the hydraulic brake, Since a part of the braking torque by the motor MG2 is replaced with the braking torque by the hydraulic brake and then the engine 22 is smoothly stopped with the control of the motor MG1, the sum of the generated power Pm1 of the motor MG1 and the generated power Pm2 of the motor MG2 It is possible to prevent the torque of the motor MG2 from being limited when the electric power exceeds the input limit Win of the battery 50. As a result, the so-called braking torque loss can be prevented, and the required braking torque Tr * corresponding to the driver's depression of the brake pedal 85 can be stably applied to the vehicle. And since the engine 22 is stopped smoothly, the vibration etc. at the time of stopping the engine 22 can be suppressed.

  In the hybrid vehicle 20 according to the embodiment, as the torque replacement process, the replacement of the braking torque by the motor MG2 and the braking torque by the hydraulic brake is performed at a constant rate with respect to the passage of time using the increase / decrease torque ΔTm2 as a constant value. The replacement of the braking torque by the motor MG2 and the braking torque by the hydraulic brake may be performed at a rate that varies with the passage of time using the increase / decrease torque as a variation value.

  In the hybrid vehicle 20 of the embodiment, a part of the braking torque by the motor MG2 is replaced with the braking torque by the hydraulic brake as the torque replacement process, but the entire braking torque by the motor MG2 is replaced by the braking torque by the hydraulic brake. Also good. In the hybrid vehicle 20 of the embodiment, the braking torque by the motor MG2 is replaced with the braking torque by the hydraulic brake until the torque command Tm2 * of the motor MG2 reaches the preset stop-time torque Tm2stop as the torque replacement processing. When the torque Tm1stop is output from the motor MG1 from the vehicle speed V, the required braking torque Tr *, the input limit Win, etc., the torque that does not exceed the input limit Win is calculated as the sum of the electric power Pm1 and Pm2 generated by the motor MG1 and the motor MG2. The braking torque by the motor MG2 may be replaced with the braking torque by the hydraulic brake using the torque as the stop-time torque Tm2stop.

  In the hybrid vehicle 20 of the embodiment, when the operation of the engine 22 is stopped, the preset torque Tm1stop is output from the motor MG1. However, the motor MG1 uses the torque that varies according to the rotational speed Ne of the engine 22 as the torque Tm1stop. It is good also as what outputs from.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is operated even when the brake pedal 85 is depressed by the driver, the braking torque obtained by distributing the required braking torque Tr * with the torque distribution ratio k is obtained from the motor MG2 and the hydraulic brake. When the stop request of the engine 22 is made, and the torque command Tm2 * of the motor MG2 reaches the preset stop torque Tm2stop by the torque replacement process, the braking torque by the motor MG2 is applied to the braking torque by the hydraulic brake. However, when the driver depresses the brake pedal 85, the torque from the motor MG2 is stopped until the operation of the engine 22 is stopped. Output Tm2stop, engine Part of the braking torque by the hydraulic brake is sequentially changed to the braking torque by the motor MG2 so that the braking torque obtained by distributing the required braking torque Tr * by the torque distribution ratio k after the operation of 2 is output from the motor MG2 and the hydraulic brake. It may be replaced. FIG. 11 shows an example of temporal changes in the torque Tm2, the brake torque Tb, and the required braking torque Tr * of the motor MG2 in this case. In FIG. 11, the case where the torque replacement process of an Example is accompanied is shown with the broken line for the comparison. Even in this case, when the operation of the engine 22 is stopped, the sum of the generated power Pm1 of the motor MG1 and the generated power Pm2 of the motor MG2 exceeds the input limit Win of the battery 50, thereby limiting the torque of the motor MG2. That can be prevented, and so-called braking torque loss can be prevented. In addition, since the engine 22 is smoothly stopped, vibrations when the engine 22 is stopped can be suppressed. In this case, since the stop torque Tm2stop is output from the motor MG2 even when the engine 22 is operating, the regeneration of the kinetic energy to the electric power is slightly reduced as compared with the embodiment.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 12) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  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 embodiment of the present invention has been described using the hybrid vehicle 20, but it may be in the form of a vehicle such as a train other than the automobile, or may be in the form of a vehicle control method.

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

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the braking control routine performed by the electronic control unit for hybrids 70 of an Example. It is a flowchart which shows an example of a process during engine operation. It is a flowchart which shows an example of a torque replacement process. It is a flowchart which shows an example of a smooth stop process. It is a flowchart which shows an example of a torque return process. It is a flowchart which shows an example of a process after an engine stop. It is explanatory drawing which shows an example of the map for request | requirement braking torque setting. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when the rotation speed Ne of the engine 22 reaches the threshold value Neref or less by the smooth stop processing. is there. Changes over time in torque Tm2 and brake torque Tb, required braking torque Tr *, motor MG2 rotation speed Nm2, engine 22 rotation speed Ne, and motor MG1 torque Tm1 when the brake pedal 85 is depressed by the driver It is explanatory drawing which shows an example of this. It is explanatory drawing which shows an example of the time change of the torque Tm2 of the motor MG2, the brake torque Tb, and the request | requirement braking torque Tr * in a modification. 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.

Explanation of symbols

20, 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 , 35 reduction gear, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 64a, 64b wheel, 70 hybrid electronic 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, 90 brake master cylinder, 92 brake actuator, 94 electronic control unit for brake (brake ECU), 96a-96d Brake wheel cylinder, 230 Counter rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor.

Claims (8)

An internal combustion engine;
Power power input / output means connected to the output shaft and the axle side of the internal combustion engine, and for inputting / outputting power to / from the output shaft and the axle side with input / output of power and power,
An electric motor capable of outputting power to either the axle or an axle different from the axle;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Braking force applying means capable of applying braking force to the vehicle;
An input / output restriction setting means for setting an input / output restriction that is an upper and lower limit of electric power for charging and discharging the power storage means based on the state of the power storage means;
Requested driving force setting means for setting a requested driving force required for the vehicle based on the operation of the driver;
When the internal combustion engine is operated when the set required drive force is a braking force, the set required drive force is within the set input / output limit range with the operation of the internal combustion engine. Controlling the internal combustion engine, the power drive input / output means, the electric motor, and the braking force applying means so that the operation of the internal combustion engine is stopped when the set required driving force is the braking force. braking by the braking force application means at least part of the braking force after the stop of the operation of the location-out place Rukoto and the internal combustion engine to the braking force by the braking force application means by the driver the motor before stopping of the internal combustion engine in the set requested within the set input and output limits with operation stop of the internal combustion engine with a recombinant-out location Rukoto is smoothly performed to the braking force by at least a portion of the power the electric motor Power controls and said braking force applying means and the internal combustion engine and the electric power-mechanical power input output mechanism and the motor to act on the vehicle, the internal combustion engine is shut down the set required driving force when the braking force The internal combustion engine, the power power input / output means, and the power so that the set required driving force acts on the vehicle within the set input / output limit range while holding the operation stop of the internal combustion engine. Control means for controlling the electric motor and the braking force applying means;
A vehicle comprising:   2. The vehicle according to claim 1, wherein the control means is means for sequentially replacing the braking force by the electric motor and the braking force by the braking force applying means at a constant rate.   The vehicle according to claim 1 or 2, wherein the control means is means for replacing the braking force by the electric motor with the braking force by the braking force applying means so that the braking force by the electric motor becomes a predetermined braking force.   4. The control means according to claim 1, wherein the control means is a means for controlling the internal combustion engine to stop smoothly with input / output of power by the power power input / output means when the operation of the internal combustion engine is stopped. Or the vehicle described. An internal combustion engine;
Power power input / output means connected to the output shaft and the axle side of the internal combustion engine, and for inputting / outputting power to / from the output shaft and the axle side with input / output of power and power,
An electric motor capable of outputting power to either the axle or an axle different from the axle;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Braking force applying means capable of applying braking force to the vehicle;
An input / output restriction setting means for setting an input / output restriction that is an upper and lower limit of electric power for charging and discharging the power storage means based on the state of the power storage means;
Requested driving force setting means for setting a requested driving force required for the vehicle based on the operation of the driver;
When the set required driving force is a braking force, the set required driving force acts on the vehicle with the action of the first braking force by the electric motor until the operation of the internal combustion engine is stopped. controls said braking force applying means and said electric motor, via a location-out place Rukoto to the braking force by the electric motor at least part of the braking force by the braking force application means after the operation is stopped in the internal combustion engine The electric motor and the braking force so that the set required driving force acts on the vehicle with an action of a braking force larger than the first braking force by the electric motor within the set input / output limit range. Braking control means for controlling the applying means;
A vehicle comprising:   The power / power input / output means is connected to the three shafts of the internal combustion engine, the drive shaft, and the rotary shaft, and supplies power to the remaining shaft based on power input / output to / from any two of the three shafts. 6. The vehicle according to claim 1, further comprising: a three-axis power input / output means for inputting / outputting; and a generator for inputting / outputting power to / from the rotating shaft. An internal combustion engine; power power input / output means connected to the output shaft and the axle side of the internal combustion engine for inputting and outputting power to and from the output shaft and the axle side with input and output of power and power; and the axle or An electric motor capable of outputting power to any of the axles different from the axle, the electric power driving input / output means, an electric storage means capable of exchanging electric power with the electric motor, and a braking force applying means capable of applying a braking force to the vehicle A control method for the vehicle when a braking force is set as a required driving force required for the vehicle in a vehicle comprising:
(A) When the internal combustion engine is in operation, the internal combustion engine and the internal combustion engine are operated so that the set required driving force acts on the vehicle within the range of the input / output limit of the power storage means with the operation of the internal combustion engine. Controlling power power input / output means, the electric motor and the braking force applying means;
(B) said when stopping the operation of the internal combustion engine, the internal combustion engine the motor according to at least some of the recombinant-out location to the braking force by the braking force application means Rukoto and the internal combustion braking force before the stop of the operation of the said storage means together with said at least part of the braking force by the braking force application means after the stop of the operation of the engine with a location-out place Rukoto to the braking force by the electric motor engine shutdown is smoothly performed Controlling the internal combustion engine, the power power input / output means, the electric motor, and the braking force applying means so that the set required driving force is applied to the vehicle within the range of the input / output restriction;
(C) When the internal combustion engine is shut down, the internal combustion engine is held so that the set required driving force acts on the vehicle within the range of the input / output limit of the power storage means. And controlling the electric power drive input / output means, the electric motor, and the braking force applying means,
Vehicle control method. An internal combustion engine; power power input / output means connected to the output shaft and the axle side of the internal combustion engine for inputting and outputting power to and from the output shaft and the axle side with input and output of power and power; and the axle or An electric motor capable of outputting power to any of the axles different from the axle, the electric power driving input / output means, an electric storage means capable of exchanging electric power with the electric motor, and a braking force applying means capable of applying a braking force to the vehicle A control method for the vehicle when a braking force is set as a required driving force required for the vehicle in a vehicle comprising:
(A) Until the operation of the internal combustion engine is stopped, the electric motor and the braking force applying means are arranged so that the set required driving force acts on the vehicle with the action of the first braking force by the electric motor. Control
(B) after the operation of the internal combustion engine is stopped the input and output limits of the accumulator unit via the location-out place Rukoto to the braking force by the electric motor at least part of the braking force by the braking force application means Controlling the electric motor and the braking force applying means so that the set required driving force acts on the vehicle with an action of a braking force larger than the first braking force by the electric motor within a range;
Vehicle control method.

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