JP4793278B2 - Vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent over-rotation of a power generator or the like and to output a driving force to an axle side, when a certain degree of vehicle speed is taken in a forward direction connection state and forward direction connection is commanded. <P>SOLUTION: When a shift lever is operated from an R position to a D position during backward travel of a vehicle or reversely the shift lever is operated from the D position to the R position during forward travel of the vehicle, if the vehicle speed V is a threshold Vref or higher, the state of a transmission is maintained until the vehicle speed V becomes under the threshold Vref, and control is performed so that the braking torque responsive to a required torque Td* is output from a motor MG2 (S250-S290). After the vehicle speed V becomes under the threshold Vref, the state of the transmission is changed and control is performed so that the required torque Td* is output to a driving shaft and the vehicle travels (S170-S240). Thus, the over-rotation of the motor MG1 is suppressed, and the torque responsive to the required torque Td* can be output to the driving shaft. <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

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

Conventionally, in this type of vehicle, an engine, a generator, and an electric motor are connected to three rotating elements of a planetary gear mechanism, and a rotating element connected to an electric motor among rotating elements of the planetary gear mechanism is connected via an automatic transmission. The thing connected to an axle is proposed (for example, refer patent document 1). This vehicle travels by smoothly converting the power from the planetary gear mechanism with the shift of the automatic transmission.
JP 2006-103471 A

  However, in the above-mentioned vehicle, when the gear of the automatic transmission is reverse (reverse) and there is a certain vehicle speed in the reverse direction, and the vehicle is switched to the first speed in the forward direction, the generator overspeeds due to the operation of the planetary gear mechanism. If you do. In this case, if shifting is prohibited, the generator does not overspeed, but the driving force requested by the driver cannot be obtained.

  The vehicle and the control method thereof according to the present invention are provided in a vehicle in which a switching device that switches between forward direction connection and reverse direction connection is connected to an internal combustion engine, a generator, or an electric motor via an operating mechanism such as a planetary gear mechanism. The purpose is to prevent the generator from over-rotating when the forward direction connection is instructed when there is a certain vehicle speed in the connected state and to output the driving force requested by the operator to the axle side. .

  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 vehicle of the present invention
An internal combustion engine;
A generator capable of inputting and outputting power;
The output shaft of the internal combustion engine, the rotating shaft of the generator, and the power shaft that is different from the output shaft and the rotating shaft are connected to three shafts, and input / output is performed on any two of the three shafts. 3-axis power input / output means for inputting / outputting power to the remaining shaft based on the power
An electric motor capable of inputting and outputting power to the power shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
Switching between a forward direction connection that transmits power from the power shaft to the drive shaft connected to the axle as power in the forward direction and a reverse direction connection that transmits power from the power shaft to the drive shaft as power in the reverse direction Switching connection means for connecting the power shaft and the drive shaft as possible,
Instruction means for instructing connection by the switching connection means based on an operation of an operator;
Vehicle speed detection means for detecting the vehicle speed;
Required driving force setting means for setting required driving force required for traveling;
When the switching connection means connects the power shaft and the drive shaft as the reverse direction connection, the indication means instructs the forward direction connection when the detected vehicle speed is equal to or higher than the first vehicle speed in the reverse direction. Further, at the time of the specific backward advance instruction, the internal combustion engine travels with the driving force based on the set required driving force in the reverse direction connection state until the detected vehicle speed reaches less than the first vehicle speed in the reverse direction. The engine, the generator, the electric motor, and the switching connection means are controlled, and after the detected vehicle speed reaches less than the first vehicle speed in the reverse direction, the set required drive in the forward direction connection state. Control means for controlling the internal combustion engine, the generator, the electric motor, and the switching connection means so as to travel by a driving force based on force;
It is a summary to provide.

  In the vehicle of the present invention, when the power shaft and the drive shaft are connected as the reverse direction connection by the switching connection means, and the forward direction connection is instructed by the instruction means when the vehicle speed is equal to or higher than the first vehicle speed in the reverse direction, At the time of specific forward instruction, the internal combustion engine, the generator, and the motor are switched and connected so that the vehicle travels with the driving force based on the required driving force required for traveling in the backward direction connection state until the vehicle speed reaches less than the first vehicle speed in the backward direction. After the vehicle speed reaches less than the first vehicle speed in the reverse direction, the internal combustion engine, the generator, the motor, and the switching connection means are arranged so that the vehicle travels by the driving force based on the required driving force in the forward direction connection state. Control. Accordingly, since it is possible to prevent the forward direction connection when the vehicle speed is equal to or higher than the first vehicle speed in the reverse direction in the state where the reverse direction connection is established, it is possible to inhibit the generator from over-rotating. it can. Further, the vehicle can travel with a driving force based on the required driving force regardless of whether the vehicle speed is equal to or higher than the first vehicle speed in the reverse direction.

  In such a vehicle of the present invention, the control means, in the reverse specific forward instruction, until the detected vehicle speed reaches less than the first vehicle speed in the reverse direction in the reverse direction based on the set required driving force. It may be a means for controlling the electric motor so that a braking force is output from the electric motor.

  The vehicle according to the present invention further includes a braking force applying unit capable of applying a braking force to the vehicle, and the control unit is configured such that the detected vehicle speed is less than the first vehicle speed in the reverse direction at the time of the backward specific movement instruction. Up to the above, the braking force applying means can be controlled so that the braking force in the reverse direction based on the set required driving force acts on the vehicle by the braking force applying means. In this way, since the driving force based on the required driving force, that is, the braking force in the reverse direction can be applied using the braking force applying means, the control of the electric motor can be facilitated.

  Further, in the vehicle of the present invention, the switching connection means may be a stepped transmission capable of switching gears in the reverse direction and switching a plurality of gears in the forward direction.

  Alternatively, in the vehicle of the present invention, the first vehicle speed in the reverse direction is such that the rotational speed of the generator is the rated maximum rotation of the generator when the internal combustion engine is idled and the forward direction connection is established. It is also possible to set the vehicle speed to be equal to or lower than the vehicle speed corresponding to the rotation speed that is smaller than the number but near the rated maximum rotation speed. By so doing, it is possible to more reliably prevent the generator from over-rotating.

  In the vehicle of the present invention, the control means connects the power shaft and the drive shaft as the forward direction connection by the switching connection means, and the detected vehicle speed is equal to or higher than the second vehicle speed in the forward direction. At the time of the specific backward movement instruction when the reverse direction connection is instructed by the instruction means, the set in the forward direction connection state until the detected vehicle speed reaches less than the second vehicle speed in the forward direction. After the internal combustion engine, the generator, the electric motor, and the switching connecting means are controlled to run with a driving force based on the required driving force, and after the detected vehicle speed reaches less than the second vehicle speed in the forward direction. A hand for controlling the internal combustion engine, the generator, the electric motor, and the switching connecting means so as to travel with a driving force based on the set required driving force in the state of connection in the reverse direction. It can also be assumed to be in. In this way, it is possible to suppress the reverse direction connection when the vehicle speed is equal to or higher than the second vehicle speed in the forward direction in the state in which the forward direction connection is established, and thus it is possible to prevent the generator from over-rotating. Can do. Further, the vehicle can travel with a driving force based on the required driving force regardless of whether the vehicle speed is equal to or higher than the second vehicle speed in the forward direction. Here, the “second vehicle speed in the forward direction” means that the generator rotational speed is smaller than the rated maximum rotational speed of the generator when the internal combustion engine is idled and connected in the backward traveling direction. A vehicle speed equal to or lower than the vehicle speed corresponding to the rotation speed in the vicinity can be used.

The vehicle control method of the present invention includes:
An internal combustion engine, a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, a power shaft that is a shaft different from the output shaft and the rotating shaft; Three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from any two of the three shafts; an electric motor capable of inputting / outputting power to / from the power shaft; Power storage means capable of exchanging electric power with the generator and the electric motor, forward connection for transmitting the power from the power shaft to the drive shaft connected to the axle as the power in the forward direction, and the power from the power shaft in reverse Switching connection means for connecting the power shaft and the drive shaft so as to be able to switch between a reverse direction connection transmitted to the drive shaft as directional power, and instructing a connection by the switching connection means based on an operation of an operator A vehicle comprising: instruction means; A control method,
When the switching connection means connects the power shaft and the drive shaft as the reverse direction connection and the vehicle speed is equal to or higher than the first vehicle speed in the reverse direction, the forward direction connection is instructed by the instruction means. At the time of a forward instruction, the internal combustion engine, the generator, and the motor are driven so that the vehicle travels with a driving force based on a required driving force required for traveling in the state of connection in the reverse direction until the vehicle speed reaches less than the first vehicle speed in the reverse direction. The internal combustion engine and the switching connection means are controlled so that the vehicle travels with a driving force based on the required driving force in the forward direction connection state after the vehicle speed reaches less than the first vehicle speed in the reverse direction. Controlling the generator, the motor and the switching connection means;
It is characterized by that.

  In the vehicle control method of the present invention, the power shaft and the drive shaft are connected as the reverse direction connection by the switching connection means, and the forward direction connection is instructed by the instruction means when the vehicle speed is equal to or higher than the first vehicle speed in the reverse direction. Further, at the time of a specific advance command during reverse travel, the internal combustion engine, the generator, and the motor are driven so that the vehicle travels with a drive force based on the required drive force required for travel in a state of connection in the reverse direction until the vehicle speed reaches less than the first vehicle speed in the reverse direction. And the switching connection means, and after the vehicle speed reaches less than the first vehicle speed in the reverse direction, the internal combustion engine, the generator, and the motor are switched and connected so that the vehicle travels with the driving force based on the required driving force in the forward direction connection state. Control means. Accordingly, since it is possible to prevent the forward direction connection when the vehicle speed is equal to or higher than the first vehicle speed in the reverse direction in the state where the reverse direction connection is established, it is possible to inhibit the generator from over-rotating. it can. Further, the vehicle can travel with a driving force based on the required driving force regardless of whether the vehicle speed is equal to or higher than the first vehicle speed in the reverse direction.

  In such a vehicle control method of the present invention, when the vehicle speed is equal to or higher than the second vehicle speed in the forward direction when the power shaft and the drive shaft are connected as the forward direction connection by the switching connection means, the indication means is further provided. When the specific backward movement instruction is issued when the reverse direction connection is instructed by the above, the vehicle is driven by the driving force based on the required driving force in the forward direction connection state until the vehicle speed reaches less than the second vehicle speed in the forward direction. The internal combustion engine, the generator, the electric motor, and the switching connecting means are controlled, and after the vehicle speed reaches less than the second vehicle speed in the forward direction, the driving force based on the required driving force in the reverse direction connection state. The internal combustion engine, the generator, the electric motor, and the switching connection means may be controlled to run. In this way, it is possible to suppress the reverse direction connection when the vehicle speed is equal to or higher than the second vehicle speed in the forward direction in the state in which the forward direction connection is established, and thus it is possible to prevent the generator from over-rotating. Can do. Further, the vehicle can travel with a driving force based on the required driving force regardless of whether the vehicle speed is equal to or higher than the second vehicle speed in the forward direction.

  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 a ring gear shaft 32a serving as a power shaft connected to the power distribution and integration mechanism 30, and the driving wheels 39a, A transmission 60 that outputs to the drive shaft 36 connected to 39b, 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 vehicle, Is provided.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline. The mixture is sucked into the fuel chamber through the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cooling water temperature from the combustion chamber, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve Cam position, throttle position from throttle valve position sensor 146 for detecting the position of throttle valve 124, air flow meter signal AF from air flow meter 148 attached to the intake pipe, and temperature sensor also attached to the intake pipe Intake air temperature from 49, the air-fuel ratio AF from an air-fuel ratio sensor 135a, such as oxygen signal from an oxygen sensor 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. 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 outputs data related to the operation state of the engine 22 as necessary. . The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

  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 MG <b> 1 is connected to the sun gear 31, and the ring gear shaft 32 a as a rotating shaft is connected to the ring gear 32. 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 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 to the drive wheels 39a and 39b of the vehicle via the transmission 60, the drive shaft 36, and the differential gear 38.

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, MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, the rotational positions of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2. A rotational current and a phase current applied to the motors MG1 and MG2 detected by a current sensor (not shown) are input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 communicates with the hybrid electronic control unit 70, and controls driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70 and, if necessary, the motors MG1 and MG.
2 is output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The transmission 60 is configured to be able to transmit power accompanying a change in gear position between the ring gear shaft 32a as the power shaft and the drive shaft 36 and to release the connection between the ring gear shaft 32a and the drive shaft 36. Has been. An example of the configuration of the transmission 60 is shown in FIG. As shown in the figure, the transmission 60 includes a single-pinion planetary gear mechanism 62, 64, 66, two clutches C1, C2, and three brakes B1, B2, B3. The planetary gear mechanism 62 includes an external gear sun gear 62s, an internal gear ring gear 62r arranged concentrically with the sun gear 62s, a plurality of pinion gears 62p that mesh with the sun gear 62s and mesh with the ring gear 62r, and a plurality of pinion gears 62p. The pinion gear 62p rotates and revolves, and the sun gear 62s can be connected to or disconnected from the ring gear shaft 32a by turning on and off the clutch C2, and the brake B1 can be turned on and off. The rotation can be stopped or made free, and the carrier 62c can be stopped or made free by turning on and off the brake B2. The planetary gear mechanism 64 includes an external gear sun gear 64s, an internal gear ring gear 64r disposed concentrically with the sun gear 64s, a plurality of pinion gears 64p that mesh with the sun gear 64s and mesh with the ring gear 64r, and a plurality of pinion gears 64p. The pinion gear 64p rotates and revolves, and the sun gear 64s is connected to the sun gear 62s of the planetary gear mechanism 62, and the ring gear 64r is connected to or released from the ring gear shaft 32a by turning on and off the clutch C1. The carrier 64c is connected to the ring gear 62r of the planetary gear mechanism 62. The planetary gear mechanism 66 includes an external gear sun gear 66s, an internal gear ring gear 66r arranged concentrically with the sun gear 66s, a plurality of pinion gears 66p that mesh with the sun gear 66s and mesh with the ring gear 66r, and a plurality of pinion gears 66p. And a carrier 66c that holds the pinion gear 66p in a rotatable and revolving manner. The sun gear 66s is connected to the ring gear 64r of the planetary gear mechanism 64, and the ring gear 66r can stop or freely rotate by turning on and off the brake B3. The carrier 66c is connected to the ring gear 62r of the planetary gear mechanism 62, the carrier 64c of the planetary gear mechanism 64, and the drive shaft 36. The transmission 60 can disconnect the ring gear shaft 32a and the drive shaft 36 by turning off all of the clutches C1, C2 and the brakes B1, B2, B3, and can turn on the clutch C1 and the brake B3 as well as the clutch. By turning off C2 and brakes B1 and B2, the rotation of the ring gear shaft 32a is decelerated with a relatively large reduction ratio and transmitted to the drive shaft 36 (hereinafter this state is referred to as the first speed state), and the clutch C1 and By turning on the brake B2 and turning off the clutch C2 and the brakes B1 and B3, the rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the first speed and transmitted to the drive shaft 36 (hereinafter, this state is referred to as “the state”). 2nd speed state), by turning on the clutch C1 and the brake B1 and turning off the clutch C2 and the brakes B2 and B3. The rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the second speed and transmitted to the drive shaft 36 (hereinafter this state is referred to as the third speed state), the clutches C1, C2 are turned on, and the brakes B1, B2, B3 Is turned off, the rotation of the ring gear shaft 32a is transmitted to the drive shaft 36 as it is (hereinafter this state is referred to as the fourth speed state). Further, the transmission 60 turns the clutch C2 and the brake B3 on and turns off the clutch C1 and the brakes B1 and B2, thereby reversing and decelerating the rotation of the ring gear shaft 32a and transmitting it to the drive shaft 36. (Hereafter, this state is called a reverse state).

  As shown in FIG. 1, the clutches C1, C2 and the brakes B1, B2, B3 are turned on and off by adjusting the hydraulic pressure applied to the clutches C1, C2 and the brakes B1, B2, B3 by driving the hydraulic actuator 100. It is done from that. This hydraulic actuator 100 has an oil pump 102 that pumps oil and a pressure that allows the pressure (line pressure) of the oil pumped from the oil pump 102 to be adjusted to the clutches C1, C2 and the brakes B1, B2, B3. And a hydraulic pressure supply unit 104 that can be supplied individually.

  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. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and are input to the output limiting correction coefficient based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 4 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 5 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  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 and 96d are adjusted so as to act on the wheel 39b and a driven wheel (not shown), and the braking torque acts on the drive wheels 39a and 39b and the driven wheel regardless of the depression of the brake pedal 85. The hydraulic pressures of 96a to 96d can be adjusted. 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, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. 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. From the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the hydraulic pressure that detects the line pressure of the hydraulic pressure supply unit 104 of the actuator 100. The oil pressure Poil from the sensor 106, the drive shaft rotational speed Nd from the rotational speed sensor 37 attached to the drive shaft 36, and the like are input via the input port. The hybrid electronic control unit 70 outputs drive signals to the clutches C1 and C2 of the transmission 60 and the hydraulic actuators 100 of the brakes B1, B2 and B3 via an output 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 exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  In the hybrid vehicle 20 of the embodiment, the position of the shift lever 81 detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position (R Position). When the shift position SP is the D position or the R position, basically, the transmission 60 is one of the clutches C1, C2 and the brakes B1, B2, B3 so as to be in the 1st to 4th speed state or the reverse state. When the clutch or brake corresponding to the speed to the fourth speed state or the reverse state is engaged, and the shift position SP is the N position or the P position, the clutches C1, C2 and the brakes B1, B2, B3 of the transmission 60 are all Open.

  The hybrid vehicle 20 of the embodiment configured in this way calculates the required torque to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver, and the required torque The transmission 60 is controlled so as to achieve a shift speed according to Td * and the vehicle speed V, and the required power corresponding to the torque according to the required torque and the shift speed of the transmission 60 is output to the ring gear shaft 32a. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled. 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 in this way, particularly the operation when the shift lever 81 is set to the D position when moving backward or the shift lever 81 is set to the R position when moving forward. Will be described. FIG. 6 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is executed every predetermined time (for example, every several milliseconds). While the drive control routine is being executed, the hybrid electronic control unit 70 executes a shift control routine (not shown), and a shift map in which the relationship between the accelerator opening Acc, the vehicle speed V, and the shift stage is set. The gear position of the transmission 60 is changed based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88.

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotational speeds Nm1, Nm2, drive shaft rotational speed Nd from rotational speed sensor 37, transmission gear ratio G of transmission 60, shift position SP from shift position sensor 82, input / output limits Win, Wout of battery 50, etc. A process of inputting necessary data is executed (step S100). Here, the rotational 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 / output limits Win and Wout of the battery 50 are 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 from the battery ECU 52 by communication. To do. Note that the gear ratio G of the transmission 60 is input based on the state of the transmission 60. As the transmission gear ratio G of the transmission 60, a transmission gear ratio based on the gear position of the transmission 60 set at that time is input by the above-described transmission control. The gear ratio G may be calculated from the rotational speed Nm2 of the motor MG2 and the drive shaft rotational speed Nd.

  When the data is input in this way, the required torque Td * to be output to the drive shaft 36 is set as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V (step S110), and the set required torque Based on Td *, required power Pe * required for engine 22 is set (step S120). In the embodiment, the required torque Td * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Td * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Td * is derived from the stored map and set. FIG. 8 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Td * multiplied by the rotational speed Nd of the drive shaft 36 and the charge / discharge required power Pb * required by the battery 50 and the loss Loss.

  Next, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S130). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 8 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Then, it is determined whether or not the shift lever 81 has been operated based on the shift position SP (step S140). When the shift lever 81 is not operated, the target rotational speed of the motor MG1 is calculated by the following equation (1) using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. Nm1 * is calculated (step S180), and the torque Tm1tmp of the motor MG1 is calculated by equation (2) based on the calculated target rotation speed Nm1 * and the input rotation speed Nm1 of the motor MG1 (step S190). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. An example of a collinear diagram for dynamically explaining the rotational elements of the power distribution and integration mechanism 30 and the transmission 60 is shown in FIGS. FIG. 9 shows the state where the transmission 60 is in the first speed state, and FIG. 10 shows the case where the transmission 60 is in the reverse state. In the drawing, the left side is a collinear diagram of the power distribution and integration mechanism 30, the left 31 axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, and the 34 axis is the carrier 34 that is the rotation speed Ne of the engine 22. The rotational speed of the ring gear 32 (ring gear shaft 32a), which is the rotational speed Nm2 of the motor MG2, is indicated by 32 axes. In the drawing, the right side is a collinear diagram of the transmission 60, the 64r and 66s axes indicate the rotational speeds of the ring gear 64r of the planetary gear mechanism 64 and the sun gear 66s of the planetary gear mechanism 66, and the 62r, 64c and 66c axes are the drive shaft 36. The rotation speed of the ring gear 62r of the planetary gear mechanism 62, the carrier 64c of the planetary gear mechanism 64, and the carrier 66c of the planetary gear mechanism 66, and the 62c axis indicate the rotation speed of the carrier 62c of the planetary gear mechanism 62. , 66r axis indicates the rotational speed of the ring gear 66r of the planetary gear mechanism 66, and the 62s and 64s axes indicate the rotational speed of the sun gear 62s of the planetary gear mechanism 62 and the sun gear 64s of the planetary gear mechanism 64. In the figure, the dotted line connecting the left and right collinear charts indicates the rotating elements (32 axes, 64r, 66s axes) connected when the shift position SP is the D position. The two thick arrows on the 32 axes indicate the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2, and the two thick lines on the 62r, 64c, and 66c axes. The arrows indicate the torque that is output to the drive shaft 36 via the transmission 60 when these torques are output to the R-axis. Equation (1) can be easily derived from the collinear diagrams of FIGS. Expression (2) is a relational expression in the feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In the expression (2), “k1” in the second term on the right side is the gain of the proportional term, and the right side The third term “k2” is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (1)
Tm1tmp = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  Subsequently, torque limits Tm1min and Tm1max as upper and lower limits of the motor torque Tm1tmp satisfying both the expressions (3) and (4) are set (step S200), and the torque limits Tm1min and Tm1max set by the expression (5) are set. Temporary torque Tm1tmp is limited and torque command Tm1 * of motor MG1 is set (step 210). Here, the expression (3) is a relationship in which the total torque output to the ring gear shaft 32a by the motor MG1 and the motor MG2 is within a range from a value 0 to a value obtained by dividing the required torque Td * by the expected gear ratio Gest. Equation (4) is a relationship in which the sum of the electric power input / output by the motor MG1 and the motor MG2 falls within the range of the input / output limits Win and Wout. An example of the torque limits Tm1min and Tm1max is shown in FIG. The torque limits Tm1min and Tm1max can be obtained as the maximum value and the minimum value of the torque command Tm1 * in the region indicated by the oblique lines in the drawing.

0 ≦ −Tm1tmp / ρ + Tm2tmp ≦ Td * / G (3)
Win ≦ Tm1tmp ・ Nm1 ＋ Tm2tmp ・ Nm2 ≦ Wout (4)
Tm1 * = max (min (Tm1tmp, Tm1max), Tm1min) (5)

  Next, the value obtained by dividing the required torque Td * by the gear ratio G of the transmission 60 and the torque command Tm1 * of the motor MG1 divided by the gear ratio ρ of the power distribution and integration mechanism 30 should be added and output from the motor MG2. A temporary torque Tm2tmp as a torque is calculated by the following equation (6) (step S220), and obtained by multiplying the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * by the current rotational speed Nm1 of the motor MG1. Torque limits Tm2min and Tm2max as upper and lower limits 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 by the rotation speed Nm2 of the motor MG2 are expressed by the following equations (7) and (7): While calculating by (8) (step S230), the set temporary torque Tm2tmp is converted into the torque limit Tm by equation (9). min, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S240). Here, Equation (6) can be easily derived from the alignment charts of FIGS.

Tm2tmp = Td * / G + Tm1 * / ρ (6)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (7)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (8)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (9)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S300), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * 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 *. To do.

  When it is determined in step S140 that the shift lever 81 has been operated, it is determined whether or not the shift position is changed to a shift position that travels in the opposite direction to the direction in which the vehicle is traveling (step S150). That is, when the shift lever 81 is set to the D position while the shift lever 81 is set to the R position and the shift lever 81 is set to the D position while the shift lever 81 is set to the D position. When the lever 81 is set to the R position, it is determined that the shift is to the shift position that travels in the reverse direction. When it is determined that the shift position is not changed to the reverse traveling position, the clutches C1, C2 and the brakes B1, B2, B3 are operated so as to correspond to the shift position SP by the operation of the shift lever 81, and the transmission 60 The state is changed (step S170), the processes of steps S180 to S240 and S300 are executed, and this routine is terminated. That is, when the shift lever 81 is in the D position, the clutch C1 and the brake B3 are turned on, the clutch C2 and the brakes B1 and B2 are turned off, and the transmission 60 is in the first speed state. When in the position, the clutch C2 and the brake B3 are turned on, the clutch C1 and the brakes B1 and B2 are turned off, the transmission 60 is in the reverse state, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set. Set and send.

  If it is determined in step S140 that the shift lever 81 has been operated, and it is determined in step S150 that the shift position is changed to a shift position that travels in the reverse direction, whether or not the vehicle speed V in the reverse travel is less than the threshold value Vref. Is determined (step S160). Here, the threshold value Vref is set so that the rotational speed of the motor MG1 is the rated maximum rotational speed when the transmission 60 is in the first speed state from the state where the engine 22 is operated at the idle rotational speed with the transmission 60 in the reverse state. The vehicle speed is set to be equal to or lower than the vehicle speed to be determined by the performance of the motor MG1 and the configuration of the power distribution and integration mechanism 30 and the transmission 60. FIG. 12 shows an example of a collinear diagram for dynamically explaining the rotational elements of the power distribution and integration mechanism 30 and the transmission 60. In the figure, the solid line is in the reverse state, and the alternate long and short dash line is in the first speed state. Thus, if the transmission 60 is in the first speed state while traveling with the transmission 60 in the reverse state, the ring gear 32 is reversed, so that the sun gear 31 that is the rotation shaft of the motor MG1 rotates at a high speed. Will rotate. This phenomenon occurs not only when the transmission 60 is changed from the reverse state to the first speed state, but also when the transmission 60 is changed from the first speed state to the reverse state. In the embodiment, the vehicle speed V is compared with the threshold value Vref so that the motor MG1 does not excessively rotate due to such a change in the state of the transmission 60. When the vehicle speed V is less than the threshold value Vref, it is determined that the motor MG1 does not over-rotate even if the state of the transmission 60 is changed, and the clutches C1, C2 and brakes B1, B1 and B1 correspond to the shift position SP by the operation of the shift lever 81. B2 and B3 are operated to change the state of the transmission 60 (step S170), the processing of steps S180 to S240 and S300 is executed, and this routine is terminated.

  On the other hand, when the vehicle speed V is equal to or higher than the threshold value Vref in step S160, it is determined that the motor MG1 will over-rotate if the state of the transmission 60 is changed, and the target rotational speed Ne * of the engine 22 is not changed without changing the state of the transmission 60. Is set to the idling speed Nidl (for example, 800 rpm, 1000 rpm, etc.), the value 0 is set to the target torque Te * (step S250), and the value 0 is set to the torque command Tm1 * of the motor MG1 (step S260). Then, the required torque Td * divided by the gear ratio G of the transmission 60 is calculated as the temporary torque Tm2tmp (step S270), and the input / output limits Win and Wout of the battery 50 are divided by the rotational speed Nm2 of the motor MG2. Torque limits Tm2min, Tm2max are calculated (step S280), the temporary torque Tm2tmp is limited by the calculated torque limits Tm2min, Tm2max and the torque command Tm2 * of the motor MG2 is set (step S290), and the target rotational speed Ne of the engine 22 is set. * And target torque Te * are transmitted to engine ECU 24, and torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are transmitted to motor ECU 40 (step S300), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * at which the idle rotational speed Nidl is set and the target torque Te * having a value of 0 causes the intake air amount control and fuel in the engine 22 to operate independently at the idle rotational speed Nidl. Controls such as injection control and ignition control. In addition, the motor ECU 40 that has received the torque command Tm1 * and the torque command Tm2 * having the value 0 switches the switching elements of the inverters 41 and 42 so that no torque is output from the motor MG1 and the motor MG2 is driven by the torque command Tm2 *. Switching control is performed. Here, considering that the shift lever 81 is operated from the R position to the D position when the vehicle is traveling in the reverse direction, the required torque Td * is the forward direction torque. Torque in the direction opposite to the rotation direction of the rotation shaft is output. That is, the motor MG2 is controlled so that the braking torque in the reverse direction is output by the motor MG2. As a result, the vehicle decelerates the vehicle speed V in the reverse direction. When the shift lever 81 is operated from the D position to the R position while the vehicle is traveling in the forward direction, the shift lever 81 is operated from the R position to the D position when the vehicle is traveling in the reverse direction. This is the opposite phenomenon.

  As described above, if the vehicle speed V is determined to be less than the threshold value Vref in step S160 while the reverse braking torque or the forward braking torque is output from the motor MG2, the motor even if the state of the transmission 60 is changed. MG1 determines that it will not over-rotate, and changes the state of transmission 60 by operating clutches C1, C2 and brakes B1, B2, B3 to correspond to shift position SP by operating shift lever 81 (step S170). , Steps S180 to S240 and S300 are executed, and this routine is terminated.

  According to the hybrid vehicle 20 of the embodiment described above, the shift lever 81 is operated from the R position to the D position when the vehicle is traveling in the reverse direction, or the shift is performed when the vehicle is traveling in the forward direction. Even if the lever 81 is operated from the D position to the R position, when the vehicle speed V is equal to or higher than the threshold value Vref, the state of the transmission 60 is maintained until the vehicle speed V reaches less than the threshold value Vref and the engine 22 is kept at the idling speed Nidl. The engine 22 and the motors MG1, MG2, and the transmission 60 are controlled so that the braking torque corresponding to the required torque Td * is output from the motor MG2 and the transmission 60 is transmitted after the vehicle speed V becomes less than the threshold value Vref. The engine 22 and the motors MG1, M are driven so that the required torque Td * is output to the drive shaft 36 and travels. 2, since to control the transmission 60, it can be motor MG1 is suppressed to overspeed. Naturally, it is possible to travel by outputting to the drive shaft 36 torque corresponding to the required torque Td * based on the accelerator opening Acc corresponding to the driver's depression of the accelerator pedal 83.

  In the hybrid vehicle 20 of the embodiment, the shift lever 81 is operated from the R position to the D position when the vehicle is traveling in the reverse direction, or the shift lever 81 is in the D position when the vehicle is traveling in the forward direction. Even if the vehicle is operated from the R position to the R position, when the vehicle speed V is equal to or higher than the threshold value Vref, the state of the transmission 60 is maintained until the vehicle speed V reaches less than the threshold value Vref, and the engine 22 is independently operated at the idle speed Nidl and the motor. The engine 22 and the motors MG1, MG2, and the transmission 60 are controlled so that the braking torque corresponding to the required torque Td * is output from the MG2, but the state of the transmission 60 is maintained until the vehicle speed V becomes less than the threshold value Vref. And the engine 22 is stopped and a braking torque corresponding to the required torque Td * is output from the motor MG2. The engine 22 and the motors MG1, MG2, and the transmission 60 are controlled so that the state of the transmission 60 is maintained until the vehicle speed V is less than the threshold value Vref, and the engine 22 is rotated at a speed different from the idling speed Nidl. The engine 22 and the motors MG1, MG2, and the transmission 60 are controlled so that the braking torque corresponding to the required torque Td * is output from the motor MG2, and when the vehicle speed V is equal to or higher than the threshold value Vref, the vehicle speed Until V becomes less than the threshold value Vref, the state of the transmission 60 is maintained, and the engine 22 is independently operated at the idling speed Nidl, torque is not output from the motors MG1 and MG2, and the required torque Td * is provided by the hydraulic brake. The engine 22 and the motors MG1, MG2, the transmission 60, It may be controlled to a rk actuator 92. When the braking torque according to the required torque Td * is output by the hydraulic brake, the drive control routine of FIG. 13 may be executed instead of the drive control routine of FIG. In this drive control routine, when it is determined in step S160 that the vehicle speed V is equal to or higher than the threshold value Vref, the target engine speed Ne * and target torque Te * of the engine 22 are set to the idling engine speed Nidl, value 0 (step S350), The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to the value 0 (steps S360 and S370), and the required torque Td * is set as the torque to be applied to the drive shaft 36 to the brake torque Tb * of the hydraulic brake (step S380). ), The set brake torque Tb * is transmitted to the brake ECU 94 (step S390), and the target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24 and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2. Are transmitted to the motor ECU 40 (step S). 00), and exits from the drive control routine. Thus, even if the braking torque corresponding to the required torque Td * is output using the hydraulic brake, the same effect as in the embodiment can be obtained.

  In the hybrid vehicle 20 of the embodiment, the shift lever 81 is operated from the R position to the D position when the vehicle is traveling in the reverse direction, or the shift lever 81 is in the D position when the vehicle is traveling in the forward direction. When the vehicle speed V is greater than or equal to the threshold value Vref when the vehicle is operated from the R position to the R position, the state of the transmission 60 is maintained until the vehicle speed V is less than the threshold value Vref, and the engine 22 is autonomously operated at the idle speed Nidl. The engine 22, the motors MG1, MG2, and the transmission 60 are controlled so that the braking torque corresponding to the required torque Td * is output from the motor MG2, but the shift lever 81 is used when the vehicle is traveling in the forward direction. Is operated from the D position to the R position, even when the vehicle speed V is equal to or higher than the threshold value Vref, the vehicle speed V Until the threshold Vref is reached, the state of the transmission 60 is maintained and the engine 22 is operated independently at the idle speed Nidl, and the engine 22 and the motor MG1 are output from the motor MG2 in accordance with the required torque Td *. , MG2, transmission 60 may not be controlled.

  In the hybrid vehicle 20 of the embodiment, the rotation speed of the motor MG1 is set when the transmission 60 is set to the first speed from the state where the transmission 60 is in the reverse state and the engine 22 is operated at the idle rotation speed as the threshold Vref. Is set as a vehicle speed equal to or lower than the vehicle speed at which the rated maximum rotational speed is reached, but the rotational speed of the motor MG1 is not based on the rated maximum rotational speed, and may be set to a suitably small vehicle speed.

  In the hybrid vehicle 20 of the embodiment, torque limits Tm1min and Tm1max for limiting the motor torque Tm1tmp within a range satisfying the above-described formulas (3) and (4) are obtained to set a torque command Tm1 * for the motor MG1 and formula ( 7) and (8) are used to obtain the torque limits Tm2min and Tm2max, and the torque command Tm2 * of the motor MG2 is set. However, the torque limits Tm1min and Tm1max are limited within the range satisfying the expressions (3) and (4). The motor torque Tm1tmp is set as it is as the torque command Tm1 * of the motor MG1, and the torque limit Tm2min and Tm2max are obtained from the equations (7) and (8) using the torque command Tm1 * to obtain the torque command Tm2 * of the motor MG2. It does not matter as a setting. In addition, if the torque command Tm1 * Tm2 * of the motors MG1, MG2 is set within the range of the input / output limits Win, Wout of the battery 50 using the rotational speed Nm2 of the motor MG2 and the expected motor rotational speed Nm2est, Any method may be used.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 capable of shifting with four speeds is used. However, the speed is not limited to four, and the speed can be changed with two or more speeds. Any machine can be used.

  In the hybrid vehicle 20 of the embodiment, the power distribution and integration mechanism 30 is used to transmit power from the engine 22 to the ring gear shaft 32a as a power shaft connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission 60. 14, the drive shaft that outputs power to the inner rotor 232 and the drive wheels 39a and 39b connected to the crankshaft 26 of the engine 22 as exemplified in the hybrid vehicle 220 of the modification of FIG. 36, and an outer rotor 234 connected to a power shaft 32b connected to a power transmission shaft 32b through a transmission 60. A part of the power of the engine 22 is driven through a power shaft 32b, a transmission 60, and a drive shaft 36 to drive wheels. A counter-rotor motor 230 that transmits power to 39a and 39b and converts remaining power into electric power may be provided.

  In the embodiment, the hybrid vehicle 20 has been described as the best mode of the present invention. However, the vehicle may be a vehicle other than the vehicle, or may be a vehicle control method.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the power distribution / integration mechanism 30 corresponds to a “three-axis power input / output unit”, and the motor MG2 corresponds to a “motor”. ”, The battery 50 corresponds to“ power storage means ”, the transmission 60 corresponds to“ switch connection means ”, the shift lever 81 corresponds to“ instruction means ”, and the vehicle speed sensor 88 corresponds to“ vehicle speed detection means ”. The hybrid electronic control unit 70 that executes the process of step S110 of the drive control routine of FIG. 6 for setting the required torque Td * required for the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V is provided. Corresponding to “required driving force setting means”, when the shift lever 81 is operated from the R position to the D position when the vehicle is traveling in the reverse direction, or when the vehicle is traveling in the forward direction When the shift lever 81 is operated from the D position to the R position, and the vehicle speed V is equal to or higher than the threshold value Vref, the state of the transmission 60 is maintained until the vehicle speed V reaches less than the threshold value Vref, and the engine 22 is operated at the idle speed. The target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so that the motor MG2 can output the braking torque corresponding to the required torque Td * while performing independent operation with Nidl. It is set and transmitted to the engine ECU 24 and the motor ECU 40, and after the vehicle speed V reaches less than the threshold value Vref, the state of the transmission 60 is changed and the required torque Td * is output to the drive shaft 36 so that the engine 22 travels. Set target speed Ne *, target torque Te *, and torque commands Tm1 * and Tm2 * for motors MG1 and MG2. 6 are transmitted to the engine ECU 24 and the motor ECU 40, and the clutches C1, C2 and the clutches C1, C2 and so on corresponding to the shift position SP by the operation of the shift lever 81 are executed as the process of step S170. A brake map, in which the state of the transmission 60 is changed by operating the brakes B1, B2, B3, or a relationship between the accelerator opening Acc, the vehicle speed V, and the gear position, and the accelerator opening Acc from the accelerator pedal position sensor 84 is set. And the hybrid electronic control unit 70 for operating the clutches C1, C2 and the brakes B1, B2, B3 to change the speed of the transmission 60 based on the vehicle speed V from the vehicle speed sensor 88, and the target rotational speed Ne. An engine ECU 24 for controlling the engine 22 by * and the target torque Te *; The motor ECU 40 that controls the motors MG1, MG2 by the torque commands Tm1 *, Tm2 * corresponds to “control means”. The brake actuator 92, the brake wheel cylinders 96a to 96d, and the brake ECU 94 correspond to “braking force applying means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator as long as it can input and output power, such as an induction motor. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. 3 of the power shaft that is different from the output shaft of the internal combustion engine, the rotating shaft of the generator, the output shaft, and the rotating shaft, such as those connected to the motor or those having a different operation action from the planetary gear such as a differential gear. As long as it is connected to a shaft and inputs / outputs power to / from the remaining shafts based on power input / output to / from any two of the three shafts, it may be anything. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of electric motor such as an induction motor that can input and output power to a power shaft. . The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a generator and an electric motor such as a capacitor. “Switching connection means” is not limited to a four-speed transmission 60 with reverse, but a two-stage or higher transmission with reverse, or a reverse and first speed switching machine, etc. Switchable between a forward direction connection that transmits power from the power shaft to the drive shaft connected to the axle as power in the forward direction and a reverse direction connection that transmits power from the power shaft to the drive shaft as power in the reverse direction As long as the shaft and the drive shaft are connected, any configuration may be used. The "instruction means" is not limited to the shift lever 81, but any means that instructs the connection by the switching connection means based on the operation of the operator, such as a button for changing the shift position SP. It does not matter. The “vehicle speed detection means” is not limited to the vehicle speed sensor 88, but may be any device that detects the vehicle speed, such as a calculation based on a signal from a wheel speed sensor attached to a driving wheel or a driven wheel. It doesn't matter what. The “required driving force setting means” is not limited to the one that sets the required torque Td * of the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, but is driven based only on the accelerator opening Acc. Any method may be used as long as it sets a required driving force required for traveling, such as setting a required torque Td * of the shaft 36. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, the shift lever 81 is operated from the R position to the D position when the vehicle is traveling in the reverse direction, or the shift lever 81 is D when the vehicle is traveling in the forward direction. When the vehicle speed V is equal to or higher than the threshold value Vref when operated from the position to the R position, the state of the transmission 60 is maintained until the vehicle speed V reaches less than the threshold value Vref, and the engine 22 is independently operated at the idle speed Nidl. At the same time, the engine 22 and the motors MG1, MG2, and the transmission 60 are controlled so that the braking torque corresponding to the required torque Td * is output from the motor MG2, and the state of the transmission 60 is changed after the vehicle speed V reaches less than the threshold value Vref. The engine 22 and the motors MG1, MG2, and the transmission 60 are controlled so that the required torque Td * is output to the drive shaft 36 and travels. However, the state of the transmission 60 is maintained and the engine 22 is stopped until the vehicle speed V is less than the threshold value Vref, and the braking torque corresponding to the required torque Td * is output from the motor MG2. The engine 22 and the motors MG1, MG2, and the transmission 60 are controlled so that the state of the transmission 60 is maintained until the vehicle speed V is less than the threshold value Vref, and the engine 22 is rotated at a speed different from the idling speed Nidl. When the engine 22 and the motors MG1, MG2, and the transmission 60 are controlled so that the braking torque corresponding to the required torque Td * is output from the motor MG2 while the vehicle speed V is equal to or higher than the threshold value Vref, the vehicle speed V is set to the threshold value Vref. Until the engine speed is less than 1, the state of the transmission 60 is maintained and the engine 22 is independently operated at the idle speed Nidl and the motor is operated. The engine 22, the motors MG 1, MG 2, the transmission 60, and the brake actuator 92 are controlled so that no torque is output from the MG 1, MG 2 and a braking torque corresponding to the required torque Td * is output by the hydraulic brake, When the shift lever 81 is operated from the D position to the R position while the vehicle is traveling in the forward direction, the state of the transmission 60 is maintained until the vehicle speed V is less than the threshold value Vref even when the vehicle speed V is equal to or higher than the threshold value Vref. The engine 22, the motors MG 1, MG 2, and the transmission 60 are not controlled so that the engine 22 operates independently at the idling speed Nidl and the braking torque corresponding to the required torque Td * is output from the motor MG 2. The power shaft and the drive shaft are connected as a reverse direction connection by the switching connection means. When the vehicle speed is equal to or higher than the first vehicle speed in the reverse direction and the forward direction connection is instructed by the instructing means, at the time of the specific reverse-direction advance instruction, the reverse direction connection state is required until the vehicle speed becomes less than the first vehicle speed in the reverse direction. The internal combustion engine, the generator, the motor, and the switching connecting means are controlled so as to travel by the driving force based on the driving force, and after the vehicle speed reaches less than the first vehicle speed in the reverse direction, the required driving force is set in the forward direction connection state. Any device may be used as long as it controls the internal combustion engine, the generator, the motor, and the switching connection means so as to travel by the driving force based on the driving force. Further, the “braking force applying means” is not limited to that by the brake actuator 92, the brake wheel cylinders 96a to 96d, and the brake ECU 94, and any means that can apply a braking force to the vehicle. It doesn't matter. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  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.

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

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 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 relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining the power distribution and integration mechanism 30 and the rotational elements of the transmission 60 when the transmission 60 is in the first speed state. FIG. 3 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining the power distribution and integration mechanism 30 and the rotating elements of the transmission 60 when the transmission 60 is in a reverse state. It is explanatory drawing which shows an example of torque restrictions Tm1min and Tm1max. It is explanatory drawing which shows an example of the collinear diagram for demonstrating dynamically the rotational element of the power distribution integration mechanism 30 and the transmission 60 when changing the transmission 60 from a reverse state to the 1st speed state. It is a flowchart which shows an example of the drive control routine of 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

  20,220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 32 ring gear, 32a ring gear Shaft, 32b Power shaft, 33 Pinion gear, 34 Carrier, 36 Drive shaft, 37 Speed sensor, 38 Differential gear, 39a, 39b Drive wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 62, 64, 66 planetary gear mechanism, 62s, 64s, 66s Gear, 62p, 64p, 66p pinion gear, 62c, 64c, 66c carrier, 62r, 64r, 66r ring gear, 70 electronic control unit for hybrid, 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 to 96d Brake wheel cylinder, 100 actuator, 102 oil pump, 104 oil pressure supply unit, 106 oil pressure sensor, 122 air cleaner, 12 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136 Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 cam position sensor, 146 throttle valve position sensor, 148 air flow meter, 149 temperature sensor, 150 variable valve timing mechanism, 230 rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor, C1, C2 clutch , B1, B2, B3 brakes.

Claims (8)

An internal combustion engine;
A generator capable of inputting and outputting power;
The output shaft of the internal combustion engine, the rotating shaft of the generator, and the power shaft that is different from the output shaft and the rotating shaft are connected to three shafts, and input / output is performed on any two of the three shafts. 3-axis power input / output means for inputting / outputting power to the remaining shaft based on the power
An electric motor capable of inputting and outputting power to the power shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
Switching between a forward direction connection that transmits power from the power shaft to the drive shaft connected to the axle as power in the forward direction and a reverse direction connection that transmits power from the power shaft to the drive shaft as power in the reverse direction Switching connection means for connecting the power shaft and the drive shaft as possible,
Instruction means for instructing connection by the switching connection means based on an operation of an operator;
Vehicle speed detection means for detecting the vehicle speed;
Required driving force setting means for setting required driving force required for traveling;
When the switching connection means connects the power shaft and the drive shaft as the reverse direction connection, the indication means instructs the forward direction connection when the detected vehicle speed is equal to or higher than the first vehicle speed in the reverse direction. Further, at the time of the specific backward advance instruction, the internal combustion engine travels with the driving force based on the set required driving force in the reverse direction connection state until the detected vehicle speed reaches less than the first vehicle speed in the reverse direction. The engine, the generator, the electric motor, and the switching connection means are controlled, and after the detected vehicle speed reaches less than the first vehicle speed in the reverse direction, the set required drive in the forward direction connection state. Control means for controlling the internal combustion engine, the generator, the electric motor, and the switching connection means so as to travel by a driving force based on force;
A vehicle comprising:   The control means outputs a braking force in the reverse direction based on the set required driving force from the electric motor until the detected vehicle speed reaches less than the first vehicle speed in the reverse direction at the time of the specific backward movement instruction. 2. The vehicle according to claim 1, wherein said vehicle is means for controlling said electric motor. The vehicle according to claim 1,
A braking force applying means capable of applying a braking force to the vehicle;
The control means applies the braking force in the reverse direction based on the set required driving force until the detected vehicle speed is less than the first vehicle speed in the reverse direction at the time of the specific forward instruction in the reverse direction. Means for controlling the braking force applying means to act on the vehicle by means;
vehicle.   The vehicle according to any one of claims 1 to 3, wherein the switching connecting means is a stepped transmission capable of switching gears in the reverse direction and switching a plurality of gears in the forward direction.   The first vehicle speed in the reverse direction is such that when the internal combustion engine is idling and the forward direction connection is established, the rotational speed of the generator is smaller than the rated maximum rotational speed of the generator. The vehicle according to any one of claims 1 to 4, wherein the vehicle speed is set as a vehicle speed equal to or lower than a vehicle speed corresponding to a rotation speed in the vicinity of the number.   The control means connects the power shaft and the drive shaft as the forward direction connection by the switching connection means, and when the detected vehicle speed is equal to or higher than the second vehicle speed in the forward direction, the instruction means reverses the reverse drive. At the time of the specific backward movement instruction in which the direction connection is instructed, until the detected vehicle speed reaches less than the second vehicle speed in the forward direction, the driving force based on the required driving force set in the forward direction connection state is used. The internal combustion engine, the generator, the electric motor, and the switching connection means are controlled to run, and after the detected vehicle speed reaches less than the second vehicle speed in the forward direction, the reverse direction connection state is established. 6. The means for controlling the internal combustion engine, the generator, the electric motor, and the switching connection means so as to run with a driving force based on a set required driving force. Vehicle according to any. An internal combustion engine, a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, a power shaft that is a shaft different from the output shaft and the rotating shaft; Three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from any two of the three shafts; an electric motor capable of inputting / outputting power to / from the power shaft; Power storage means capable of exchanging electric power with the generator and the electric motor, forward connection for transmitting the power from the power shaft to the drive shaft connected to the axle as the power in the forward direction, and the power from the power shaft in reverse Switching connection means for connecting the power shaft and the drive shaft so as to be able to switch between a reverse direction connection transmitted to the drive shaft as directional power, and instructing a connection by the switching connection means based on an operation of an operator A vehicle comprising: instruction means; A control method,
When the switching connection means connects the power shaft and the drive shaft as the reverse direction connection and the vehicle speed is equal to or higher than the first vehicle speed in the reverse direction, the forward direction connection is instructed by the instruction means. When the forward instruction is given, the internal combustion engine, the generator, The internal combustion engine and the switching connection means are controlled so that the vehicle travels with a driving force based on the required driving force in the forward direction connection state after the vehicle speed reaches less than the first vehicle speed in the reverse direction. Controlling the generator, the motor and the switching connection means;
A method for controlling a vehicle. The vehicle control method according to claim 7, comprising:
Further, when the switching connection means connects the power shaft and the drive shaft as the forward direction connection and the vehicle speed is equal to or higher than the second vehicle speed in the forward direction, the forward direction is instructed to be connected in the reverse direction by the instruction means. At the time of a specific reverse instruction, the internal combustion engine, the generator, and the electric motor are driven so that the vehicle travels with a driving force based on the required driving force in the forward direction connection state until the vehicle speed reaches less than the second vehicle speed in the forward direction. The internal combustion engine and the generator are controlled so as to travel with a driving force based on the required driving force in a state of connection in the reverse direction after the vehicle speed reaches less than the second vehicle speed in the forward direction by controlling the switching connection means. And controlling the electric motor and the switching connection means,
A method for controlling a vehicle.

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