JP5024892B2 - Vehicle and vehicle control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress accumulation of fatigue of equipment etc., when an inverter circuit is placed in a three-phase short-circuit state. <P>SOLUTION: In a hybrid automobile 20, when the inverter 43 to which phase short-circuit abnormality has occurred is in the three-phase short circuit state, a threshold Vref1 as a lower-limit value and a threshold Vref2 as an upper-limit value of a resonance generation vehicle speed region where rear axles 69a and 69b and a motor MG3 resonate to generate vibrations are set, and a value 1 is added to a damage counter C when a vehicle speed detected by a vehicle speed sensor 88 is in the set resonance generation vehicle speed region. When it is decided that the damage counter C is larger than a threshold Cref, rear-side equipment etc., such as a motor MG3 determines a state wherein fatigue due to vibrations should not be accumulated any more, limits request torque so that the vehicle speed V does not exceed the threshold Vref1, and controls the engine 22 and motor MG1 and MG2 to make a travel with the request torque having been limited. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

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

Conventionally, there has been proposed a hybrid vehicle that includes an internal combustion engine and a generator motor that is driven by an inverter that converts electric power from a storage battery into alternating current, and uses both the internal combustion engine and the generator motor as a driving source for travel. In such a hybrid vehicle, when a short circuit failure occurs in one phase of the inverter, an excessive short circuit current may be generated in the shorted inverter circuit due to the counter electromotive force generated by the rotation of the generator motor. Since this short circuit current causes a temperature rise in a circuit such as a coil of a generator motor, a hybrid vehicle that suppresses the short circuit current by short-circuiting all three phases of the inverter circuit has been proposed (for example, see Patent Document 1).
JP 2007-331683 A

  However, when all three phases of the inverter are short-circuited, an unstable torque due to the short-circuit current is generated depending on the rotation speed of the motor, and vibration due to resonance between the axle and the motor may occur. When this vibration occurs, excessive torque is input to devices such as an electric motor and a gear mechanism connected to the electric motor, and fatigue of the devices accumulates over time.

  Therefore, the main purpose of the vehicle and the vehicle control method of the present invention is to travel while protecting the equipment by appropriately suppressing the accumulation of fatigue of the equipment when the inverter circuit is in a three-phase short circuit state. To do.

  The vehicle and the vehicle control method of the present invention employ the following means in order to achieve the main object described above.

The vehicle of the present invention
A device including a first electric motor connected to the first axle and capable of inputting and outputting power to the first axle;
A power output device connected to the second axle and capable of outputting power to the second axle;
An inverter circuit for driving the first electric motor;
Power storage means capable of exchanging power with the first electric motor via the inverter circuit;
Phase short circuit abnormality detecting means for detecting a phase short circuit abnormality in which a part of the phase of the inverter circuit is short-circuited;
When the phase short circuit abnormality detecting means detects a phase short circuit abnormality, the inverter control means for setting the inverter circuit in a three-phase short circuit state;
Travel time in a state in which a predetermined travel condition in which vibration is generated by resonance between the first axle and the first motor is satisfied when the inverter control means has the inverter circuit in a three-phase short circuit state. It is determined whether or not the equipment has reached a predetermined fatigue state based on whether or not the total travel time obtained by integrating the predetermined time range is entered, and when it is determined that the predetermined fatigue state has been reached, Power output device control means for controlling the power output device so as to travel within a range in which the travel condition is not satisfied,
It is a summary to provide.

  In the vehicle according to the present invention, when the inverter circuit is in a three-phase short circuit state, the traveling time in a state where a predetermined traveling condition in which vibration due to resonance between the first axle and the first electric motor occurs is established is integrated. It is determined whether or not the equipment has reached a predetermined fatigue state depending on whether or not the total traveling time falls within a predetermined time range, and when it is determined that the predetermined fatigue state has been reached, a predetermined traveling condition is satisfied. The power output device is controlled so that the vehicle travels within the range not to be operated. Here, in the case where the inverter circuit is in a three-phase short circuit state, whether or not vibration due to resonance between the first axle and the first electric motor has occurred is determined whether or not a predetermined traveling condition is satisfied. Can be estimated. Further, as the time during which vibration due to resonance between the first axle and the first electric motor is generated is longer, the fatigue of the devices is accumulated. Therefore, depending on whether or not the total traveling time obtained by integrating the traveling time in a state where a predetermined traveling condition in which a vibration due to resonance between the first axle and the first electric motor is generated is satisfied falls within a predetermined time region. Is determined to have reached a predetermined fatigue state. When it is determined that the devices have reached a predetermined fatigue state, the vehicle travels within a range in which the predetermined travel condition is not satisfied, and thus vibration due to resonance between the first axle and the first electric motor does not occur. You can drive at. Accordingly, it is possible to travel while protecting the devices by appropriately suppressing the accumulation of fatigue of the devices.

  The devices include not only the first electric motor but also devices connected to the first electric motor and the first axle, such as a differential gear. In addition, the travel time includes a value that can be regarded as the travel time in addition to the travel time itself. Further, the total travel time includes not only the integrated value of the travel time when the predetermined travel condition is continuously established, but also the integrated value of the travel time when the predetermined travel condition is satisfied intermittently. is there. Furthermore, the vibration caused by the resonance between the first axle and the first electric motor means that the first axle and the first electric motor are caused by torque pulsation generated from the first electric motor due to the three-phase short circuit state of the inverter circuit. Is a phenomenon in which the first axle and the rotation speed of the first motor vibrate.

  The vehicle according to the present invention includes vehicle speed detection means for detecting a vehicle speed, and the power output device control means determines whether or not the first axle is in traveling in a state where the predetermined traveling condition is satisfied. And means for determining whether or not the detected vehicle speed falls within a predetermined vehicle speed region in which vibration is generated by resonance between the first motor and the first electric motor. Vibration due to resonance between the first axle and the first electric motor often occurs when the vehicle speed is included in a predetermined vehicle speed region. Therefore, by determining whether or not the vehicle speed is included in the predetermined vehicle speed region, it can be more appropriately estimated whether or not vibration due to resonance between the first axle and the first electric motor is occurring.

  Further, in the vehicle of the present invention in which it is determined whether or not the vehicle speed detected in the predetermined vehicle speed region is entered when determining whether or not the vehicle is traveling in a state where the predetermined traveling condition is satisfied, the first electric motor Temperature detecting means for detecting the temperature of the vehicle, and the power output device control means determines whether or not the detected vehicle speed is in the predetermined vehicle speed region. It is also possible to set the predetermined vehicle speed region so that the lower limit of the vehicle speed region tends to decrease, and to determine whether or not the detected vehicle speed falls within the set predetermined vehicle speed region. Since the magnitude of the short-circuit current varies depending on the temperature of the first motor, the vehicle speed region in which vibration due to resonance between the first axle and the first motor occurs also varies depending on the temperature, and the lower limit of the vehicle speed region is the lower limit of the motor. The lower the temperature, the lower it. Therefore, by setting the lower limit of the predetermined vehicle speed region to be lower as the temperature of the first electric motor is lower, it is possible to determine whether vibration due to resonance between the first axle and the first electric motor is occurring. Can be estimated appropriately.

  Furthermore, in the vehicle according to the aspect of the present invention in which it is determined whether or not the vehicle speed detected in the predetermined vehicle speed region is entered when determining whether or not the vehicle is traveling in a state where the predetermined traveling condition is satisfied. The means sets a predetermined vehicle speed region depending on whether the vehicle is accelerating or decelerating when determining whether or not the vehicle is traveling in a state where the predetermined driving condition is satisfied, and the predetermined vehicle speed region is set in the set predetermined vehicle speed region. It is good also as a means to determine whether the said detected vehicle speed enters. The vehicle speed region in which vibration due to resonance between the first axle and the first electric motor is generated is often different between when the vehicle is accelerating and when the vehicle is decelerating. Therefore, by setting a predetermined vehicle speed region that differs depending on whether the vehicle is accelerating or decelerating, and determining whether or not the vehicle speed is included in the set predetermined vehicle speed region, resonance between the first axle and the first electric motor is performed. It is possible to more appropriately estimate whether or not vibration is generated by the above.

  The vehicle according to the present invention further includes first rotation speed detection means for detecting the rotation speed of the first axle, and the power output device control means determines whether or not the vehicle travels in a state where the predetermined travel condition is satisfied. In determining whether or not the detected amplitude of the rotational speed of the first axle is in a predetermined amplitude region in which vibration due to resonance between the first axle and the first electric motor is considered to occur. It can also be a means for determining whether or not. When vibration due to resonance between the first axle and the first electric motor is generated, the rotational speed of the first axle vibrates. Therefore, based on whether or not the amplitude of the rotational speed of the first axle is greater than or equal to a predetermined value, whether or not vibration due to resonance between the first axle and the first electric motor is occurring is more appropriately determined. Can be estimated.

  The vehicle of the present invention further includes first rotation speed detection means for detecting the rotation speed of the first axle, and second rotation speed detection means for detecting the rotation speed of the second axle, The power output device control means determines whether or not the vehicle travels in a state in which the predetermined travel condition is satisfied, and is determined to have generated vibration due to resonance between the first axle and the first electric motor. It is also possible to determine whether or not a difference between the detected amplitude of the first axle rotation speed and the detected amplitude of the second axle rotation speed is in the numerical range of it can. The first axle may have vibrations other than the vibration caused by the resonance between the first axle and the first electric motor, but the same applies to the second axle if the vibration is other than the vibration caused by the resonance. Vibration is often generated. Therefore, by taking the difference between the amplitude of the rotational speed of the first axle and the amplitude of the rotational speed of the second axle, it is possible to estimate the amplitude due only to the resonance between the first axle and the first electric motor. . Therefore, based on whether or not the difference is greater than or equal to a predetermined value, it is possible to more appropriately estimate whether or not vibration due to resonance between the first axle and the first electric motor is occurring.

  In addition, in the vehicle of the present invention, the power output device control means adds a weight that tends to increase as the amplitude of resonance between the first axle and the first electric motor increases in integrating the travel time. It may be a means for accumulating the travel time after adding the weight to the travel time. The greater the amplitude of resonance between the first axle and the first motor, the faster the fatigue of the equipment is accumulated. Therefore, it is possible to more appropriately determine whether or not the equipment has reached a predetermined fatigue state by integrating the travel time after weighting the tendency to increase as the resonance amplitude increases.

  Further, in the vehicle of the present invention in which it is determined whether or not the vehicle speed detected in the predetermined vehicle speed region is entered when determining whether or not the vehicle is traveling in a state where the predetermined traveling condition is satisfied, the power output device control The means attaches a weight that tends to increase as the vehicle travels at a vehicle speed at which the amplitude of resonance between the first axle and the first electric motor increases in accumulating the travel time. It may be a means for accumulating the travel time after the weighting. The amplitude of resonance between the first axle and the first electric motor often varies depending on the vehicle speed. Therefore, it is more appropriate whether or not the equipment has reached a predetermined fatigue state by integrating the running time after weighting the tendency to become larger when traveling at a vehicle speed where the amplitude of resonance increases. Can be determined.

  In the vehicle of the present invention, the power output device includes an internal combustion engine, a second electric motor capable of inputting / outputting power to / from the second axle, a generator, an output shaft of the internal combustion engine, and the second axle. And a three-axis power input / output means connected to three axes of the generator and the rotating shaft of the generator and for inputting / outputting power to the remaining shaft based on power input / output to / from any two of the three axes The power storage means may be means capable of exchanging electric power with the second electric motor and the generator.

The vehicle control method of the present invention includes:
Equipment including a first electric motor connected to the first axle and capable of inputting / outputting power to / from the first axle, and power connected to the second axle and capable of outputting power to the second axle An output device, an inverter circuit for driving the first electric motor, power storage means capable of exchanging electric power with the first electric motor via the inverter circuit, and a part of the phase of the inverter circuit are short-circuited A phase short circuit abnormality detecting means for detecting a phase short circuit abnormality, and a vehicle control method comprising:
(A) when the phase short circuit abnormality detecting means detects a short circuit abnormality in which a part of the phase of the inverter circuit is short circuited, the step of setting the inverter circuit in a three-phase short circuit state;
(B) When the inverter circuit is in a three-phase short circuit state in the step (a), a predetermined traveling condition that causes vibration due to resonance between the first axle and the first electric motor is satisfied. Determining whether or not the equipment has reached a predetermined fatigue state depending on whether or not the total travel time obtained by integrating the travel time is within a predetermined time range;
(C) controlling the power output device to travel within a range in which the predetermined traveling condition is not satisfied when it is determined in the step (b) that the devices have reached a predetermined fatigue state;
It is made to include.

  According to the vehicle control method of the present invention, when the inverter circuit is in a three-phase short-circuit state, the vehicle travels in a state where a predetermined travel condition in which vibration is generated due to resonance between the first axle and the first motor is established. It is determined whether or not the equipment has reached a predetermined fatigue state based on whether or not the total traveling time obtained by integrating the time falls within a predetermined time range. The power output device is controlled to travel within a range where the condition is not satisfied. Here, in the case where the inverter circuit is in a three-phase short circuit state, whether or not vibration due to resonance between the first axle and the first electric motor has occurred is determined whether or not a predetermined traveling condition is satisfied. Can be estimated. Further, as the time during which vibration due to resonance between the first axle and the first electric motor is generated is longer, the fatigue of the devices is accumulated. Therefore, depending on whether or not the total travel time is within a predetermined time range in which a total travel time is accumulated in a state where a predetermined travel condition in which a vibration due to resonance between the first axle and the first electric motor is generated is satisfied, the equipments It is determined whether or not a predetermined fatigue state has been reached. When it is determined that the devices have reached a predetermined fatigue state, the vehicle travels within a range in which the predetermined travel condition is not satisfied, and thus vibration due to resonance between the first axle and the first electric motor does not occur. You can drive at. Accordingly, it is possible to travel while protecting the devices by appropriately suppressing the accumulation of fatigue of the devices. Note that this vehicle control method may include steps for realizing any of the functions of the vehicle described above.

  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 according to a first 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 ring gear as a front drive shaft connected to the front axles 63a and 63b of the front wheels 62a and 62b through the power distribution and integration mechanism 30, the gear mechanism 60, and the differential gear 61 via the power-generating motor MG1 connected to the mechanism 30. The motor MG2 connected to the shaft 32a via the reduction gear 35 and the rear drive shaft 66 connected to the rear axles 69a and 69b of the rear wheels 68a and 68b via the differential gear 67 via the gear mechanism 65. A motor MG3 capable of generating power and an electronic control unit for hybrid (hereinafter referred to as “high”) that controls the entire vehicle. 70), front motor electronic control unit (hereinafter referred to as front motor ECU) 40 for driving and controlling motors MG1 and MG2, and rear motor electronic control unit (hereinafter referred to as rear motor ECU) for driving and controlling motor MG3. 47.

  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 communicates with the hybrid ECU 70, controls the operation of the engine 22 by a control signal from the hybrid ECU 70, and outputs data related to the operation state of the engine 22 to the hybrid ECU 70 as necessary.

  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 to the front wheels 62a and 62b via the gear mechanism 60, the differential gear 61 and the front axles 63a and 63b.

  Each of the motors MG1, MG2, and MG3 is configured as a well-known synchronous generator motor that can be driven as a generator and driven as an electric motor, and exchanges electric power with the battery 50 via inverters 41, 42, and 43. Do. FIG. 2 is a configuration diagram showing an outline of the configuration of the inverter 43. Since the inverters 41, 42, and 43 have the same configuration, the illustration of the inverters 41 and 42 is omitted. As shown in the figure, the inverter 43 performs conversion between a direct current and a three-phase alternating current by a three-phase bridge circuit composed of six switching elements 43a to 43f (for example, IGBTs), and the voltage of power to be supplied. It is a power converter that performs the conversion. The inverter 43 can convert DC power from the battery 50 into three-phase AC power and supply it to the motor MG3, and can rectify and supply the three-phase AC power from the motor MG3 to the battery 50. The power line 54 connecting the inverters 41, 42, 43 and the battery 50 is configured as a positive bus and a negative bus shared by the respective inverters 41, 42, 43, and generates power with any of the motors MG1, MG2, MG3. The electric power generated can be consumed by other motors. Therefore, the battery 50 is charged / discharged by electric power generated from any of the motors MG1, MG2, and MG3 or insufficient electric power. Note that the battery 50 is not charged / discharged if the power balance is balanced by the motors MG1, MG2, and MG3.

  The motors MG1 and MG2 are driven and controlled by the front motor ECU 40. The front motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, for example, signals from rotational position detection sensors 44 and 45 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 is input, and the front motor ECU 40 outputs a switching control signal to the inverters 41 and 42. Front motor ECU 40 is in communication with hybrid ECU 70, and controls driving of motors MG 1, MG 2 by a control signal from hybrid ECU 70 and outputs data related to the operating state of motors MG 1, MG 2 to hybrid ECU 70 as necessary. The front 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 motor MG3 is driven and controlled by the rear motor ECU 47. The rear motor ECU 47 is configured as a microprocessor centered on the CPU 47a, and includes a ROM 47b for storing a processing program, a RAM 47c for temporarily storing data, an input / output port and a communication port (not shown), in addition to the CPU 47a. . The rear motor ECU 47 includes a temperature sensor 48 for detecting a signal necessary for driving and controlling the motor MG3, for example, a signal from the rotational position detection sensor 46 for detecting the rotational position of the rotor of the motor MG3 and a coil temperature tm for the motor MG3. Further, a phase current applied to the motor MG3 detected by a current sensor (not shown) is input, and a switching control signal to the inverter 43 is output from the rear motor ECU 47. The rear motor ECU 47 is in communication with the hybrid ECU 70, controls the drive of the motor MG3 by a control signal from the hybrid ECU 70, and outputs data related to the operating state of the motor MG3 to the hybrid ECU 70 as necessary. The rear motor ECU 47 also calculates the rotational speed Nm3 of the motor MG3 based on the signal from the rotational position detection sensor 46.

  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 from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes, in addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown). . The hybrid ECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The degree Acc, 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 ECU 70 is connected to the engine ECU 24, the front motor ECU 40, the rear motor ECU 47, and the battery ECU 52 via the communication port, and the engine ECU 24, the front motor ECU 40, the rear motor ECU 47, the battery ECU 52, various control signals and data. We are exchanging.

  The hybrid vehicle 20 of the embodiment thus configured calculates a required torque to be output from the vehicle based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression of the accelerator pedal 83 by the driver, The engine 22, the motor MG1, the motor MG2, and the motor MG3 are controlled for operation so that the corresponding required power is output. As operation control of the engine 22, the motor MG1, the motor MG2, and the motor MG3, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is driven. Torque conversion operation mode for driving and controlling the motors MG1, MG2, and MG3 so that the torque is converted and output by one or both of the distribution integration mechanism 30, the motor MG1, the motor MG2, and the motor MG3, and charging / discharging of the battery 50 The engine 22 is operated and controlled so that power corresponding to the sum of the power required for the engine is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is distributed. One or both of integration mechanism 30, motor MG1, motor MG2, and motor MG3 The charge / discharge operation mode for driving and controlling the motors MG1, MG2, and MG3 so that the required power is output with the torque conversion by the engine, the operation of the engine 22 is stopped, and either or both of the motor MG2 and the motor MG3 meet the required power There is a motor operation mode in which operation is controlled so that power is output.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when a phase short-circuit abnormality in which a part of the phase of the inverter 43 is short-circuited will be described. 3 and 4 are flowcharts showing an example of a phase short-circuit abnormality detection routine and a fatigue determination routine executed by the rear motor ECU 47, and FIG. 5 is a flowchart showing an example of a drive control routine executed by the hybrid ECU 70. First, the detection of the phase short-circuit abnormality of the inverter 43 and the three-phase short-circuit control of the inverter 43 will be described using the phase short-circuit abnormality detection routine of FIG. 3, and then the three-phase short-circuit state in the fatigue determination routine of FIG. The determination of the degree of fatigue of the motor MG3 will be described, and then the control when traveling in consideration of the degree of fatigue of the motor MG3 in the three-phase short-circuit state will be described using the drive control routine of FIG.

  The phase short-circuit abnormality detection routine of FIG. 3 is repeatedly executed every predetermined time (for example, every several msec). When this routine is executed, the rear motor ECU 47 first compares the phase current applied to the motor MG3 detected by a current sensor (not shown) with the switching control signal to the inverter 43, and a phase short circuit abnormality occurs. It is determined whether or not (step S100). Here, the phase short-circuit abnormality is an abnormality in which a part of the phase of the inverter 43 is short-circuited, and is a state in which one or more of the switching elements 43a to 43f of the inverter 43 are fixed on. Whether or not this phase short-circuit abnormality has occurred depends on whether or not there is a phase in which a current continues to flow in the motor MG3 even though the switching control signal to the inverter 43 is turned off, It can be determined by whether there is a flowing phase. And when it determines with the phase short circuit abnormality having generate | occur | produced by step S100, the switching element with abnormality is contained among the element group which consists of switching elements 43a-43c and the element group which consists of 43d-43f. The three side switching elements are turned on (step S110) and this routine is terminated. If it is determined that no phase short circuit abnormality has occurred, this routine is terminated as it is. For example, when it is determined that a phase short circuit abnormality has occurred in the switching element 43e, the switching elements 43d to 43f are turned on. By such processing in step S110, the circuit of the inverter 43 is in a three-phase short circuit state. This is because the phase current generated in the inverter 43 due to the counter electromotive force accompanying the rotation of the motor MG3 is reduced as a whole as compared with the one-phase short-circuit state or the two-phase short-circuit state.

  Next, the fatigue determination routine of FIG. 4 will be described. This routine is repeatedly executed every predetermined time (for example, every several msec) when the phase short circuit abnormality is detected in the above-described phase short circuit abnormality detection routine and the circuit of the inverter 43 is in the three-phase short circuit state.

  When the fatigue determination routine of FIG. 4 is executed, the rear motor ECU first executes a process of inputting the vehicle speed V of the hybrid vehicle 20 and the coil temperature tm of the motor MG3 (step S200). Here, as the vehicle speed V, the vehicle speed V detected by the vehicle speed sensor 88 is input by communication via the hybrid ECU 70. Next, based on the input coil temperature tm, a threshold value Vref1, which is a lower limit value of a resonance generating vehicle speed region where resonance between the rear axles 69a, 69b and the motor MG3 occurs, is set (step S210). . When the inverter 43 is in a three-phase short circuit state, a counter electromotive force acting torque Tb that is a torque acting on the rotating shaft of the motor MG3 is generated by a counter electromotive force generated in accordance with the rotation of the motor MG3. In the generated vehicle speed region, this torque causes resonance between the rear axles 69a and 69b and the motor MG3. The resonance generation vehicle speed region also changes depending on the coil temperature tm of the motor MG3. The lower the coil temperature tm of the motor MG3, the lower the threshold value Vref1 that is the lower limit value of the resonance generation vehicle speed region, and the upper threshold value Vref2 is Get higher. Therefore, in the embodiment, the relationship between the coil temperature tm and the threshold values Vref1 and Vref2 is determined in advance and stored in the ROM 47b as a resonance generation vehicle speed region setting map, and from the stored map when the coil temperature tm of the motor MG3 is given. The corresponding threshold values Vref1 and Vref2 are derived and set. FIG. 6 shows an example of a resonance generation vehicle speed region setting map.

  When the threshold values Vref1 and Vref2 are set in step S210, it is determined whether or not the vehicle speed V falls within a predetermined resonance generating vehicle speed region, that is, whether or not the vehicle speed V is greater than or equal to the threshold value Verf1 and less than or equal to the threshold value Vref2 (step S220). . When the vehicle speed V is not less than the threshold value Vref1 and not more than the threshold value Vref2, the value 1 is added to the damage counter C stored in the RAM 47c on the assumption that resonance between the rear axles 69a and 69b and the motor MG3 has occurred. (Step S230). Here, the damage counter C is fatigue accumulated in equipment (hereinafter referred to as rear-side equipment) such as the motor MG3, the gear mechanism 65, the rear drive shaft 66, the differential gear 67, and the rear axles 69a and 69b due to resonance. Is a value representing the degree of. The damage counter C is set to a value of 0 as an initial value when the fatigue determination routine has never been executed.

  When the vehicle speed V is less than the threshold value Vref1 or exceeds the threshold value Vref2 in step S220 or when the value 1 is added to the damage counter C in step S230, it is determined whether or not the value of the damage counter C is greater than the threshold value Cref. (Step S240). Here, the threshold value Cref is a value of the damage counter C that can be regarded as having reached a predetermined fatigue state in which the rear side equipment should not accumulate any more fatigue. Further, since the fatigue determination routine is executed every predetermined time, the value of the damage counter C can be regarded as a total traveling time that is an integrated value of the traveling time in a state where resonance occurs. Therefore, the threshold value Cref can be determined by experimentally determining the relationship between the accumulation of fatigue of the rear side equipment due to the resonance between the rear axles 69a and 69b and the motor MG3 and the total traveling time.

  When it is determined in step S240 that the value of the damage counter C is equal to or smaller than the threshold value Cref, the fatigue determination flag F is set to 0 (step S250), and this routine is terminated. On the other hand, when it is determined in step S240 that the value of the damage counter C has become larger than the threshold value Cref, the fatigue determination flag F is set to a value 1 (step S260), and this routine ends. That is, when the rear equipment has not reached the prescribed fatigue state, such as when the execution of the fatigue judgment routine has just started, it is determined that it is not necessary to consider the fatigue of the rear equipment. The determination flag F is set to a value of 0, and the running time in the state where resonance between the rear axles 69a and 69b and the motor MG3 occurs after the execution of the fatigue determination routine is started, and the rear-side equipment is set to a predetermined value. When the fatigue state is reached, it is determined that the fatigue of the rear equipment should not be accumulated any more, and the fatigue determination flag F is set to a value of 1.

  Next, the drive control routine of FIG. 5 will be described with respect to the control when traveling in consideration of the degree of fatigue of the motor MG3 in the three-phase short-circuit state using the value of the fatigue determination flag F set in the fatigue determination routine of FIG. Will be described. This routine is repeatedly executed every predetermined time (for example, every several msec) when the phase short circuit abnormality is detected in the above-described phase short circuit abnormality detection routine and the circuit of the inverter 43 is in the three-phase short circuit state.

  When the drive control routine shown in FIG. 5 is executed, the hybrid ECU 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 speeds Nm1, Nm2, and the motors MG1, MG2, and MG3. A process of inputting data required for control such as Nm3, charge / discharge required power Pb * to be charged / discharged by the battery 50, fatigue determination flag F, threshold value Vref1 is executed (step S300). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 44 and 45 by communication from the front motor ECU 40. It was supposed to be entered. Further, the rotation speed Nm3 of the motor MG3 is calculated based on the rotation position of the rotor of the motor MG3 detected by the rotation position detection sensor 46, and is input from the rear motor ECU 47 by communication. The charge / discharge required power Pb * is set based on the remaining capacity (SOC) of the battery 50 and the like, and is input from the battery ECU 52 by communication. The charge / discharge request power Pb * is set so that the discharge request is on the positive side and the charge request is on the negative side. As the fatigue determination flag F and the threshold value Vref1, values set in the above-described fatigue determination routine are input from the rear motor ECU 47 by communication.

  When the data is input in this way, the temporary required torque Ttmp required for the vehicle is set based on the input accelerator opening Acc and the vehicle speed V (step S310). In the embodiment, the temporary required torque Ttmp is stored in the ROM 74 as a temporary required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the temporary required torque Ttmp, and the accelerator opening Acc and the vehicle speed V Is derived and set from the stored map, the corresponding temporary required torque Ttmp. FIG. 7 shows an example of the temporary required torque setting map.

  Subsequently, a counter electromotive force acting torque Tb as a negative torque acting on the rotating shaft of the motor MG3 is derived from the counter electromotive force generated according to the rotation of the motor MG3 (step S320). Here, the counter electromotive force acting torque Tb is stored in the ROM 74 as a counter electromotive force acting torque derivation map in advance in the embodiment by previously obtaining the relationship between the rotational speed Nm3 of the motor MG3 and the counter electromotive force acting torque Tb. It is assumed that the counter electromotive force applied torque Tb is derived from the stored map when the rotational speed Nm3 is given. FIG. 8 shows an example of a map for deriving the counter electromotive force acting torque.

  When the counter electromotive force acting torque Tb is set in step S320, it is determined whether the fatigue determination flag F is 1 and the vehicle speed V is equal to or higher than the threshold value Vref1 (step S330). When the fatigue determination flag F is a value 1 and the vehicle speed V is equal to or higher than the threshold value Vref1, the value obtained by limiting the temporary required torque Ttmp set in step S310 with the expression (1) is set as the required torque T *. Set (step S340). When the rear-side equipment has reached a predetermined fatigue state and the vehicle speed V is equal to or higher than a threshold value Vre1 that is a lower limit value of a resonance generation vehicle speed region in which vibration due to resonance between the rear axles 69a and 69b and the motor MG3 occurs. In order to avoid further accumulation of fatigue, it is necessary not to travel in a state where resonance has occurred. Therefore, the required torque T * is limited to a value of 0 or less so that the vehicle speed V decreases, and the vehicle travels at a vehicle speed V that is lower than the resonance generating vehicle speed region where resonance occurs.

  T * = min (Ttmp, 0) (1)

  On the other hand, if the fatigue determination flag F is 0 in step S330 or if the vehicle speed V is less than the threshold value Vref1, the temporary required torque Ttmp set in step S310 is set as the required torque T * as it is (step S350). . When the rear-side equipment does not reach a predetermined fatigue state, or when the vehicle speed V is less than a threshold value Vref1, which is the lower limit value of the resonance-occurring vehicle speed region in which vibration due to resonance occurs, the fatigue of the rear-side equipment is considered. Since there is no need, the temporary required torque Ttmp is set as the required torque T * as it is.

  When the required torque T * is set in step S340 or S350, the product of the counter electromotive force acting torque Tb derived in step S320 and the gear ratio Gr of the gear mechanism 65 and the differential gear 67 is subtracted from the required torque T *, whereby the front axle is set. The execution torque Tf * to be output to 63a and 63b is set (step S360). Then, the required power Pe * required for the engine 22 is set (step S370). The required power Pe * is calculated by the formula (2) using a product obtained by multiplying the execution torque Tf * by the front axle rotational speed Nf, and the charge / discharge required power Pb * to be charged / discharged by the battery 50 and the loss Loss. It was. Note that the front axle rotational speed Nf can be obtained by Expression (3) using the rotational speed Nm2, the gear ratio Ga of the reduction gear 35, and the gear ratio Gf of the gear mechanism 60 and the differential gear 61.

Pe * = Tf * ・ Nf-Pb * + Loss (2)
Nf = Nm2 / Ga / Gf (3)

  When the required power Pe * of the engine 22 is set in step S370, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the required power Pe * (step S380). This setting is performed by setting the target rotational speed Ne * and the target torque Te * based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 9 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 having a constant required power Pe * (= Ne * × Te *).

  When the target rotational speed Ne * and the target torque Te * are set in step S380, the set target rotational speed Ne *, the rotational speed Na (= Nm2 / Ga) of the ring gear shaft 32a, the gear ratio ρ of the power distribution and integration mechanism 30, and Based on the equation (4), the target rotational speed Nm1 * of the motor MG1 is set, and on the basis of the set target rotational speed Nm1 * and the current rotational speed Nm1, the torque command Tm1 * of the motor MG1 is expressed by the formula (5). Is set (step S390). FIG. 10 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the ring gear 32 (ring gear). The rotational speed Na of the shaft 32a) is shown. Expression (4) for setting the target rotational speed Nm1 * of the motor MG1 can be easily derived by using the rotational speed relationship in this alignment chart. Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the torque command Tm1 * so that the motor MG1 rotates at the target rotational speed Nm1 * and drivingly controlling the motor MG1. Expression (5) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (5), “k1” in the second term on the right side is a gain of the proportional term, The third term “k2” is the gain of the integral term. In FIG. 10, the two bold arrows pointing upward on the R-axis indicate that torque Te * output from the engine 22 is directly transmitted to the ring gear shaft 32a and torque Tm2 * output from the motor MG2 is a reduction gear. And the torque acting on the ring gear shaft 32a via 35.

Nm1 * ＝ (Ne * ・ (1 + ρ) −Nm2 / Ga) / ρ (4)
Tm1 * ＝ − ρ ・ Te * / (1 + ρ) + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (5)

  When the torque command Tm1 * of the motor MG1 is set in step S390, as shown in the equation (6), the torque (directly transmitted from the engine 22 to the ring gear shaft 32a obtained by dividing the execution torque Tf * by the gear ratio Gf) = −Tm1 * / ρ) is further divided by the gear ratio Ga to set a torque command Tm2 * to be output from the motor MG2 (step S400).

  Tm2 * = (Tf * / Gf + Tm1 * / ρ) / Ga (6)

  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. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the front motor ECU 40 (step S410), 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 front motor ECU 40 that has received the torque commands Tm1 * and Tm2 * switches 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 *. Take control.

  As described above, in the hybrid vehicle 20 of the first embodiment, when a phase short circuit abnormality is detected in the inverter 43 and the circuit of the inverter 43 is brought into a three-phase short circuit state, based on the coil temperature tm of the motor MG3. A threshold value Vref1 that is a lower limit value and a threshold value Vref2 that is an upper limit value are set in the resonance generation vehicle speed region. When the vehicle speed V enters the set resonance generation vehicle speed region, a value 1 is added to the damage counter C. When the damage counter C is greater than the threshold value Cref and the vehicle speed V is equal to or greater than the threshold value Vref1, the required torque T * is limited to a value of 0 or less, and the motors MG1, MG2, and engine are operated so as to travel within the limit range. 22 is controlled. Accordingly, it is possible to travel while protecting the rear side devices by appropriately suppressing the accumulation of fatigue of the rear side devices. Further, since it is determined whether or not resonance between the rear axles 69a and 69b and the motor MG3 has occurred based on whether or not the vehicle speed V enters the resonance-generating vehicle speed region, is vibration due to resonance occurring? Whether or not can be estimated appropriately. Furthermore, since the threshold value Vref1, which is the lower limit value of the resonance generating vehicle speed region, is set to be lower as the coil temperature tm of the motor MG3 is lower, it is possible to more appropriately estimate whether or not vibration due to resonance has occurred. .

  In the hybrid vehicle 20 of the first embodiment, the value of the damage counter C is incremented by 1, but a weight that tends to increase as the resonance amplitude between the rear axles 69a and 69b and the motor MG3 increases is added. It is good also as what adds a value. The greater the amplitude of resonance between the rear axles 69a and 69b and the motor MG3, the greater the accumulation of fatigue in the rear-side equipment, so whether the rear-side equipment has reached a predetermined fatigue state in this way. Whether or not can be determined more appropriately. For example, as shown in FIG. 11, when the vehicle speed V is greater than or equal to the threshold value Vref1 and less than the value V1, the greater the vehicle speed V, the greater the weight. When the vehicle speed V is greater than or equal to the value V1 and less than the value V2, the vehicle speed V is not affected. The relationship between the vehicle speed V and the weight is determined and stored in the ROM 47b as a weight setting map so that the weight becomes a constant weight, and the weight becomes smaller as the vehicle speed V is larger when the vehicle speed V is the value V2 or more and the threshold value Vref2 or less. In addition, when the vehicle speed V is given, a corresponding weight is derived from the stored map, and the weighted value is obtained by multiplying the value 1 that is a value to be originally added to the damage counter C by the weight derived. The value may be added to the damage counter C. The weight setting map of FIG. 11 can be obtained by experimentally obtaining the relationship between the vehicle speed V and the resonance amplitude. In this case, the threshold values Vref1, Vref2 and the values V1, V2 may be set according to the coil temperature tm of the motor MG3.

  In the hybrid vehicle 20 of the first embodiment, the threshold value Vref1 that is the lower limit value of the resonance generating vehicle speed region and the threshold value Vref2 that is the upper limit value are set based on the coil temperature tm of the motor MG3. The thresholds Vref1 and Vref2 may be set constant regardless of the coil temperature tm. Further, a different resonance generating vehicle speed region may be set depending on whether the vehicle is accelerating or decelerating. For example, in the fatigue determination routine of FIG. 4, it is determined whether the vehicle is accelerating or decelerating by comparing the vehicle speed V input last time and the vehicle speed V input this time. The threshold value Vref1, the upper limit value may be the threshold value Vref2, and if the vehicle is decelerating, the lower limit value of the resonance generating vehicle speed region may be the threshold value Vref3, and the upper limit value may be the threshold value Vref4. The threshold values Vref1 to Vref4 may be set to different values depending on the coil temperature tm. For example, as shown in FIG. 12, the threshold values Vref1, 3 may be values that decrease as the coil temperature tm decreases, and the threshold values Vref2, 4 may increase as the coil temperature tm decreases.

  In the hybrid vehicle 20 of the first embodiment, the process proceeds to step S350 only when the fatigue determination flag F is 0 or the vehicle speed V is less than the threshold Vref1 in step S330 of the drive control routine of FIG. Although Ttmp is set as the required torque T * as it is, the process of step S350 may be executed even when the vehicle speed V is larger than the threshold value Vref2. Even when the vehicle speed V is greater than the threshold value Vref2, the vehicle speed V is not in the resonance-generated vehicle speed region where resonance occurs, and therefore, fatigue of the rear-side equipment is not accumulated. Therefore, by doing in this way, even when the vehicle speed V is larger than the threshold value Vref2, it is possible to continue traveling in the same state.

  Next, a hybrid vehicle 20B according to a second embodiment of the present invention will be described. The hybrid vehicle 20B has the same hardware configuration as the hybrid vehicle 20 of the first embodiment illustrated in FIGS. Therefore, for the elements common to the hybrid vehicle 20B of the second embodiment and the hybrid vehicle 20 of the first embodiment, the same reference numerals as those of the first embodiment are used in order to avoid redundant description. Detailed description is omitted.

  In the hybrid vehicle 20B of the second embodiment, the fatigue determination routine of FIG. 13 is executed by the rear motor ECU 47 instead of the fatigue determination routine of FIG. 4, and the drive control routine of FIG. 14 is replaced with the hybrid control routine of FIG. It is executed by the ECU 70. In the second embodiment, the phase short-circuit abnormality detection routine of FIG. 3 described above is repeatedly executed by the rear motor ECU 47 every predetermined time (for example, every several milliseconds) as in the first embodiment, and the phase short-circuit of the inverter 43 is performed. When an abnormality is detected, the circuit of the inverter 43 is brought into a three-phase short circuit state.

  First, the fatigue determination routine of FIG. 13 will be described. Similar to the fatigue determination routine of FIG. 4, this routine is performed at predetermined time intervals when the phase short-circuit abnormality detection routine of FIG. 3 described above is detected and the inverter 43 circuit is in a three-phase short-circuit state. It is repeatedly executed (for example, every several msec).

  When the fatigue determination routine of FIG. 13 is executed, the rear motor ECU 47 first executes a process of inputting data necessary for controlling the rotational speeds Nm2, Nm3 of the motors MG2, MG3 (step S500). Here, the rotation speed Nm2 of the motor MG2 is calculated based on the rotation position of the rotor of the motor MG2 detected by the rotation position detection sensor 45, and is input from the front motor ECU 40 by communication.

  When data is input in step S500, based on the input rotation speeds Nm2 and Nm3, the front axle rotation speed Nf which is the rotation speed of the front axles 63a and 63b and the rear axle rotation speed which is the rotation speed of the rear axles 69a and 69b. Nr is derived and stored in the RAM 47c (step S505). Here, the front axle rotation speed Nf can be obtained by the above-described equation (3). The rear axle rotational speed Nr can be obtained by the equation (7) using the rotational speed Nm3, the gear ratio Gr of the gear mechanism 65 and the differential gear 67. In addition, the RAM 47c sets the values of the rotational speeds Nr and Nf derived each time step S505 of the fatigue determination routine is performed as 20 front axle rotational speeds Nf1 to Nf20 and rear axle rotational speeds Nr1 to Nr20 from the new one. It can be memorized. Note that the values of the rotational speeds Nf1 to Nf20 and Nr1 to Nr20 stored in the RAM 47c are initially set to NULL values, and all are initialized to NULL values even when the three-phase short-circuit state is canceled. Is set. Only the rotation speeds Nf and Nr derived during the three-phase short-circuit state due to the phase short-circuit abnormality occurring this time are stored.

  Nr = Nm3 / Gr (7)

  When the rotational speeds Nf and Nr derived in step S505 are stored, the amplitude Af of the front axle rotational speed Nf and the amplitude of the rear axle rotational speed Nr based on the values of the rotational speeds Nf1 to Nf20 and Nr1 to Nr20 stored in the RAM 47c. Ar is derived (step S510). The amplitude Af of the front axle rotational speed Nf and the amplitude Ar of the rear axle rotational speed Nr are based on the difference between the maximum value and the minimum value of the rotational speeds Nf1 to Nf20 and Nr1 to Nr20, respectively. Can be obtained using Since the derivation methods of the respective amplitudes Af and Ar are the same, the derivation of the amplitude Ar will be described as an example with reference to FIG. FIG. 15 is an explanatory diagram showing the state of the rear axle rotation speed Nr that changes with time. Assuming that the inverter 43 is in a three-phase short circuit state at time t1, the rear axle speed Nr derived in step S505 is stored in the RAM 47c every time the fatigue determination routine is executed from time t1. When step S505 of the fatigue determination routine is executed at time t20, values N1 to N20 are stored in the RAM 47c as the rear axle rotation speeds Nr1 to Nr20. In step S510 executed at this time, the amplitude Ar is derived from the values N1 to N20 of the rear axle rotational speeds Nr1 to Nr20 stored in the RAM 47c using the equation (9). In this case, the amplitude Ar is a value obtained by dividing the difference between the value N5 which is the maximum value of the values N1 to N20 and the value N13 which is the minimum value by 2. Thus, by storing the value of the rear axle rotational speed Nr that varies with time, the amplitude Ar of the rear axle rotational speed Nr can be derived. If the fatigue determination routine is executed more than 20 times, only the latest 20 rear axle rotation speed Nr values are stored in the RAM 47c, and the previous values are not retained. For example, in step S505 of the fatigue determination routine executed at time t21, the rear axle rotational speed values N2 to N21 in FIG. 5 are stored in the RAM 47c as new rear axle rotational speeds Nr1 to Nr20, and the new rear axles are stored. The amplitude Ar is derived using the equation (9) for the rotational speeds Nr1 to Nr20. In addition, when the fatigue determination routine has not been executed 20 times or more and a part of Nr1 to Nr20 remains the initial NULL value, the value is ignored and only based on the number of executions. Then, the amplitude Ar is derived in the same manner as in equation (9). For example, in step S510 of the fatigue determination routine executed at time t3 in FIG. 5, since only three values N1 to N3 are obtained, the difference between the maximum value and the minimum value among these three values is calculated. Divide by 2 is the amplitude Ar.

Af = (max (Nf1, Nf2, ..., Nf20) -min (Nf1, Nf2, ... Nf20)) / 2 (8)
Ar = (max (Nr1, Nr2, ..., Nr20) -min (Nr1, Nr2, ... Nr20)) / 2 (9)

  When the amplitudes Af and Ar are derived in step S510, an amplitude difference ΔA that is the difference between the amplitude Ar and the amplitude Af is derived (step S515), and it is determined whether or not the amplitude difference ΔA is larger than the threshold value Aref (step S220a). In the case where the inverter 43 is in a three-phase short-circuit state, when vibration due to resonance between the rear axles 69a and 69b and the motor MG3 occurs, the value of the amplitude Ar increases, but the amplitude due to vibration other than vibration due to resonance. Ar may be large. Since it is considered that the same vibration is generated in the front axles 63a and 63b as long as the vibration is not caused by the resonance between the rear axles 69a and 69b and the motor MG3, the amplitude Ar of the rear axle rotation speed Nr and the front axle rotation Only the amplitude due to resonance is estimated by deriving the amplitude difference ΔA which is the difference from the amplitude Af of several Nf. Then, by comparing the amplitude difference ΔA with the threshold value Aref, it is determined whether or not vibration due to resonance has occurred. Here, the threshold value Aref can be determined by obtaining in advance an amplitude difference ΔA when resonance occurs between the rear axles 69a and 69b and the motor MG3.

  When it is determined in step S220a that the amplitude difference ΔA is greater than the threshold value Aref, the value 1 is added to the damage counter C (step S230). This is the same as the process of step S230 of the fatigue determination routine of FIG. When the amplitude difference ΔA is equal to or smaller than the threshold value Aref in step S220a or when the value 1 is added to the damage counter C in step S230 of the fatigue determination routine of FIG. 13, whether the value of the damage counter C is greater than the threshold value Cref2 or not. Is determined (step S240a). Here, the threshold value Cref2 is obtained by an experiment to determine the relationship between the accumulation of fatigue of the rear side equipment due to the resonance between the rear axles 69a and 69b and the motor MG3 and the total travel time, like the threshold value Cref in the first embodiment. However, it may be the same value as the threshold value Cref or a different value.

  When the process of step S240a is executed, the same processes as steps S250 and S260 of FIG. 4 are executed. That is, when it is determined in step S240a that the value of the damage counter C is equal to or less than the threshold value Cref2, the fatigue determination flag F is set to 0 (step S250), and this routine is terminated. On the other hand, when it is determined in step S240a that the value of the damage counter C has become larger than the threshold value Cref2, the fatigue determination flag F is set to 1 (step S260), and this routine is terminated.

  Next, the driving control routine of FIG. 14 will be described with respect to the control when traveling in consideration of the degree of fatigue of the motor MG3 in the three-phase short-circuit state using the value of the fatigue judgment flag F set in the fatigue judgment routine of FIG. Will be described. This routine is repeatedly executed every predetermined time (for example, every several msec) when the phase short circuit abnormality is detected in the above-described phase short circuit abnormality detection routine and the circuit of the inverter 43 is in the three-phase short circuit state.

  When the drive control routine shown in FIG. 14 is executed, the hybrid ECU 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 speeds Nm1, Nm2, and the motors MG1, MG2, and MG3. Nm3, a process of inputting data required for control, such as charge / discharge required power Pb * to be charged / discharged by battery 50, fatigue determination flag F, and amplitude difference ΔA, is executed (step S300a). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, the rotational speed Nm3 of the motor MG3, and the charge / discharge required power Pb * are input in the same manner as in step S300 of the drive control routine of FIG. Further, as the fatigue determination flag F and the amplitude difference ΔA, values set in the fatigue determination routine of FIG. 13 described above are input from the rear motor ECU 47 by communication.

  When the process of step S300a is executed, the hybrid ECU 70 executes the processes of steps S310 and S320 to set the temporary required torque Ttmp and derive the counter electromotive force acting torque Tb. Since this process is the same as the process of steps S310 and S320 of the drive control routine of FIG. Then, when the process of step S320 is executed, it is determined whether the fatigue determination flag F is 1 and the amplitude difference ΔA is greater than the threshold value Aref (step S330a). When the fatigue determination flag F is 1 and the amplitude difference ΔA is larger than the threshold value Aref, the value obtained by limiting the temporary required torque Ttmp set in step S310 by the above-described equation (1) is the required torque T. * Is set (step S340). This is the same as the processing in step S340 of the drive control routine of FIG. 5 described above. When the rear-side equipment has reached a predetermined fatigue state and vibration due to resonance has occurred, in order to avoid further accumulation of fatigue, avoid running in a state where resonance has occurred. There is a need to. Therefore, the required torque T * is limited to 0 or less so that the vehicle speed V decreases, that is, the rear axle rotation speed Nr decreases. This is because when the rear axle rotational speed Nr becomes small, the amplitude difference ΔA becomes small and resonance that accumulates fatigue in the rear side equipment does not occur.

  On the other hand, if the fatigue determination flag F is 0 in step S330a or if the amplitude difference ΔA is less than or equal to the threshold value Aref, the temporary required torque Ttmp set in step S310 is set as the required torque T * as it is (step S350). ). This is the same as the processing in step S350 of the drive control routine of FIG. 5 described above. When the rear-side equipment does not reach a predetermined fatigue state or when vibration due to resonance does not occur, it is not necessary to consider the fatigue of the rear-side equipment, so the temporary required torque Ttmp is used as it is as the required torque T *. Is set as

  Then, when the required torque T * is set in step S340 or S350, processing similar to that in steps S360 to S410 of the drive control routine of FIG. 5 described above is performed, and the drive control routine is terminated. As a result, the target engine speed Ne *, target torque Te *, motor MG1 torque command Tm1 *, and motor MG2 torque command Tm2 * are set, and the hybrid vehicle 20B travels at the set required torque T *. To do.

  As described above, in the hybrid vehicle 20B of the second embodiment, when the phase short-circuit abnormality is detected in the inverter 43 and the circuit of the inverter 43 is in the three-phase short-circuit state, the amplitude Ar of the rear axle speed Nr and When the amplitude difference ΔA, which is the difference between the front axle rotation speed Nf and the amplitude Af, is larger than the threshold value Aref, a value 1 is added to the damage counter C. When the damage counter C is larger than the threshold value Cref2, the required torque T * is limited to a value of 0 or less, and the motors MG1, MG2, and the engine 22 are controlled to travel within the limit range. Accordingly, it is possible to travel while protecting the rear side devices by appropriately suppressing the accumulation of fatigue of the rear side devices. Further, since it is determined whether or not vibration due to resonance has occurred based on the amplitude difference ΔA that is the difference between the amplitude Ar of the rear axle rotational speed Nr and the amplitude Af of the front axle rotational speed Nf, the rear axle 69a , 69b and the motor MG3, the amplitude due to the resonance alone can be estimated, and whether or not the vibration due to the resonance is occurring can be estimated more appropriately.

  In the hybrid vehicle 20B of the second embodiment, the amplitude difference ΔA between the amplitude Ar of the rear axle rotational speed Nr and the amplitude Af of the front axle rotational speed Nf is compared with the threshold value Aref, and the resonance between the rear axles 69a and 69b and the motor MG3. However, it may be determined whether resonance has occurred or not based on the amplitude Ar of the rear axle rotation speed Nr. For example, instead of step S220a in FIG. 13, a process for determining whether or not the amplitude Ar is larger than the threshold value Aref2 is executed. When it is determined that the amplitude Ar is larger than the threshold value Aref2, the process proceeds to step S230 in FIG. When the value 1 is added to C and it is determined that the amplitude Ar is smaller than the threshold value Aref2, the process may proceed to step S240a in FIG. The threshold value Aref2 can be determined by previously obtaining an amplitude Ar when resonance occurs between the rear axles 69a and 69b and the motor MG3. Further, it may be determined whether resonance has occurred based on the rotational speed Nm3 of the motor MG3. For example, in the same manner as in equations (8) and (9), the amplitude Am of the rotational speed Nm3 is derived, and processing for determining whether or not the amplitude Am is greater than the threshold value Aref3 is executed instead of step S220a in FIG. Also good. The threshold value Aref3 can be determined by previously obtaining an amplitude Am when resonance occurs between the rear axles 69a and 69b and the motor MG3.

  In the hybrid vehicle 20 of the second embodiment, the value of the damage counter C is incremented by 1, but a weight that tends to increase as the resonance amplitude between the rear axles 69a and 69b and the motor MG3 increases is added. It is good also as what adds a value. The greater the amplitude of resonance between the rear axles 69a and 69b and the motor MG3, the greater the accumulation of fatigue in the rear-side equipment, so whether the rear-side equipment has reached a predetermined fatigue state in this way. Whether or not can be determined more appropriately. For example, as shown in FIG. 16, the relationship between the amplitude difference ΔA and the weight is determined and stored in the ROM 47b as a weight setting map so that the larger the amplitude difference ΔA is, the larger the weight is. If so, the corresponding weight is derived from the stored map, and the weighted value is multiplied by the value 1 that is originally added to the damage counter C to obtain a weighted value, and this weighted value is added to the damage counter C. It may be a thing. Note that the weight setting map of FIG. 16 can be obtained by experimentally obtaining the relationship between the amplitude difference ΔA and the accumulation of fatigue of the rear side equipment due to resonance.

  In the hybrid vehicles 20 and 20B of the first embodiment and the second embodiment, the front axle rotation speed Nf is derived from the rotation speed Nm2 of the motor MG2. In the hybrid vehicle 20B of the second embodiment, the motor MG3 is derived. The rear axle rotational speed Nr is derived from the rotational speed Nm3, but the front axle rotational speed Nf and the rear axle rotational speed Nr may be directly detected by the rotational position detection sensor.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, the power of the motor MG2 is output to the ring gear shaft 32a as a drive shaft, but is exemplified in the hybrid vehicle 120 of the modification of FIG. As such, the motor MG2 may not be provided.

  In the first and second embodiments, the hybrid vehicles 20 and 20B including the engine 22, the motor MG1, and the motor MG2 have been described. However, the engine 22 and the motor MG1 are not included, and only the power from the motor MG2 is used. It is good also as an electric vehicle which outputs to front axle 63a, 63b, and outputs the motive power of motor MG3 to rear axle 69a, 69b.

  In the first embodiment and the second embodiment, the hybrid vehicles 20 and 20B have been described. However, a vehicle other than the vehicle may be used, or a vehicle control method may be used.

  Here, the correspondence between the main elements of the first embodiment and the second 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 rear axles 69a and 69b correspond to the “first axle”, the motor MG3 corresponds to the “first electric motor”, and the motor MG3, the gear mechanism 65, the rear drive shaft 66, and the differential gear 67 are included. The front axles 63a and 63b correspond to “second axles”, the engine 22, the motor MG2, the motor MG1, and the power distribution and integration mechanism 30 correspond to “power output device”. Corresponds to the “internal combustion engine”, the motor MG2 corresponds to the “second electric motor”, the power distribution and integration mechanism 30 corresponds to the “3-axis power input / output means”, and the motor MG1 corresponds to the “generator”. The inverter 43 corresponds to the “inverter circuit”, the battery 50 corresponds to the “power storage unit”, and the processing of step S100 of the phase short-circuit abnormality detection routine of FIG. The rear motor ECU 47 corresponds to “phase short-circuit abnormality detecting means”, and when the phase short-circuit abnormality is detected, the switching element on the side including the switching element having the abnormality of the inverter 43 is turned on for all three phases in FIG. The rear motor ECU 47 that executes the process of step S110 of the abnormality detection routine corresponds to “inverter control means”, and a rotational position detection sensor 46 that detects the rotational position of the rotor of the motor MG3 and the rotational speed Nm3 of the motor MG3 based on the rotational position. And the rear motor ECU 47 that executes the process of step S510 of FIG. 13 for deriving the rear axle rotational speed Nr based on the rotational speed Nm3 corresponds to the “first rotational speed detecting means”, and the rotational position of the rotor of the motor MG2 Rotational position detection sensor 45 for detecting the motor and the rotational speed Nm2 of the motor MG2 based on the rotational position That a rear motor ECU47 executing the processing in step S510 in FIG. 13 for deriving the front axle rotational speed Nf on the basis of the front motor ECU40 in rotation speed Nm2 corresponds to the "second rotational speed detecting means". In the first embodiment, when the rear motor ECU 47 has the inverter 43 in a three-phase short circuit state, a threshold value Vref1 that is a lower limit value and a threshold value Vref2 that is an upper limit value are set based on the coil temperature tm. The value of 1 is added to the damage counter C when the vehicle speed V enters the set resonance generation vehicle speed range, and the fatigue determination in FIG. 4 is performed to determine whether or not the rear-side equipment is in a predetermined fatigue state based on the damage counter C. When the rear motor ECU 47 and the rear-side equipment that execute the processes of steps S210 to S260 of the routine are in a predetermined fatigue state, the target rotational speed Ne * and the target torque are set so that the required torque T * is limited to a value of 0 or less. Steps S310 to S410 of the drive control routine of FIG. 5 for setting Te * and torque commands Tm1 * and Tm2 *. A hybrid ECU 70 that executes the control, an engine ECU 24 that controls the engine 22 based on the target rotational speed Ne * and the target torque Te *, and a front motor ECU 40 that controls the motors MG1 and MG2 based on the torque commands Tm1 * and Tm2 * Corresponds to “power output device control means”. Further, when the rear motor ECU 47 in the second embodiment puts the inverter 43 in a three-phase short circuit state, the amplitude Ar of the rear axle rotational speed Nr and the amplitude Af of the front axle rotational speed Nf are derived, and the amplitude difference between the amplitudes Ar and Af. Step S510 of the fatigue determination routine of FIG. 13, in which when ΔA is greater than the threshold value Aref, a value of 1 is added to the damage counter C and it is determined whether or not the rear-side equipment has entered a predetermined fatigue state based on the damage counter C. When the rear motor ECU 47 that executes the processes of S515 and S220a to S260 and the rear side equipment are in a predetermined fatigue state, the target rotational speed Ne * and the target torque Te are set so that the required torque T * is limited to 0 or less. *, Steps S310 to S410 of the drive control routine of FIG. 14 for setting torque commands Tm1 * and Tm2 *. The hybrid ECU 70, the engine ECU 24 that controls the engine 22 based on the target rotational speed Ne *, and the target torque Te * and the front motor ECU 40 that controls the motors MG1 and MG2 based on the torque commands Tm1 * and Tm2 * This corresponds to “output device control means”.

  Here, the “first axle” is not limited to the rear axles 69a and 69b, but may be connected to equipment including the first electric motor and input / output power from the equipment. It does not matter as long as it is anything. The “first motor” is not limited to the motor MG3 configured as a synchronous generator motor, and any type of motor can be used as long as it can input and output power to the first axle, such as an induction motor. It does not matter. The “equipment” is not limited to the motor MG3, the gear mechanism 65, the rear drive shaft 66, and the differential gear 67. Any device can be used as long as it has a first electric motor and can input and output power to the first axle. It does n’t matter. The “second axle” is not limited to the front axles 63a and 63b, but may be any one as long as it is connected to the power output device and can input / output power from the power output device. . The “power output device” is not limited to the engine 22, the motor MG 2, the motor MG 1, and the power distribution / integration mechanism 30, and can output power to the second axle when only the engine or only the motor is used. Any object can be used. 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 “second electric 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 as long as it can output power to the second axle. I do not care. The “3-axis power input / output means” is not limited to the power distribution / integration mechanism 30; it can be connected to four or more shafts by using a double pinion planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Such as a motor having a different operation from that of a planetary gear, such as a differential gear or a differential gear, which is connected to three axes of the output shaft of the internal combustion engine, the second axle, and the rotating shaft of the generator. As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the two shafts, any configuration may be used. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “inverter circuit” is not limited to the inverter 43 and may be any circuit as long as it drives the first electric motor. 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 the first motor via an inverter circuit such as a capacitor. The “phase short circuit abnormality detecting means” is not limited to the rear motor ECU 47 that executes the processing of step S100 of the phase short circuit abnormality detection routine of FIG. As long as it detects a phase short circuit abnormality in which the two phases are short-circuited, it may be anything. As the “inverter control means”, step S110 of the phase short-circuit abnormality detection routine of FIG. 3 that turns on all the three-phase switching elements including the switching element having the abnormality of the inverter 43 when the phase short-circuit abnormality is detected. It is not limited to the rear motor ECU 47 that executes the above process, and any circuit may be used as long as the inverter circuit is brought into a three-phase short circuit state when the phase short circuit abnormality detecting means detects the phase short circuit abnormality. As the “first rotational speed detection means”, the rotational position detection sensor 46 for detecting the rotational position of the rotor of the motor MG3 and the rotational speed Nm3 of the motor MG3 are calculated based on the rotational position, and the rear axle is rotated based on the rotational speed Nm3. It is not limited to the rear motor ECU 47 that executes the process of step S510 of FIG. 13 for deriving the number Nr, but detects the rotational speed of the first axle, such as one that directly detects the rotational speed of the first axle. Any object can be used. As the “second rotational speed detection means”, based on the rotational position detection sensor 45 that detects the rotational position of the rotor of the motor MG2, the front motor ECU 40 that calculates the rotational speed Nm2 of the motor MG2 based on the rotational position, and the rotational speed Nm2. 13 is not limited to the rear motor ECU 47 that executes the process of step S510 in FIG. 13 for deriving the front axle rotational speed Nf, but the second axle rotational speed such as one that directly detects the rotational speed of the second axle. Any number can be used as long as the number is detected. The “power output device control means” is not limited to the combination of the hybrid ECU 70, the engine ECU 24, the front motor ECU 40, and the rear motor ECU 47, and may be configured by a single electronic control unit. As the “power output device control means”, in the first embodiment, when the rear motor ECU 47 has the inverter 43 in a three-phase short circuit state, the threshold Vref1 and the upper limit that are the lower limit values of the resonance generating vehicle speed region based on the coil temperature tm. When the threshold value Vref2 that is a value is set and the vehicle speed V enters the resonance generation vehicle speed region, the value 1 is added to the damage counter C, and whether or not the rear-side equipment is in a predetermined fatigue state based on the damage counter C When the rear motor ECU 47 and the rear side equipment that execute the processes of steps S210 to S260 of the fatigue determination routine of FIG. 4 are in a predetermined fatigue state, the required torque T * is limited to a value of 0 or less so that the vehicle travels. In the drive control routine of FIG. 5 for setting the target rotational speed Ne *, target torque Te *, and torque commands Tm1 * and Tm2 *. Steps S310 to S410 are executed, the engine ECU 24 that controls the engine 22 based on the target rotational speed Ne * and the target torque Te *, and the motors MG1 and MG2 based on the torque commands Tm1 * and Tm2 *. The front motor ECU 40 to be controlled and the rear motor ECU 47 in the second embodiment derive the amplitude Ar of the rear axle rotational speed Nr and the amplitude Af of the front axle rotational speed Nf when the inverter 43 is in a three-phase short circuit state. The value of 1 is added to the damage counter C when the amplitude difference ΔA between Ar and Af is larger than the threshold value Aref, and it is determined whether or not the rear-side equipment is in a predetermined fatigue state based on the damage counter C. FIG. Rear for executing the processing of steps S510, S515, S220a to S260 of the determination routine When the motor ECU 47 and the rear side equipment are in a predetermined fatigue state, the target rotational speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * are set so that the required torque T * is limited to a value of 0 or less. The hybrid ECU 70 that executes steps S310 to S410 of the drive control routine of FIG. 14 to be set, the engine ECU 24 that controls the engine 22 based on the target rotational speed Ne * and the target torque Te *, and torque commands Tm1 * and Tm2 *. Is not limited to the front motor ECU 40 that controls the motors MG1 and MG2, and when the inverter control means places the inverter circuit in a three-phase short-circuit state, the first axle and the first motor Total travel time obtained by integrating travel time in a state where a predetermined travel condition that causes vibration due to resonance is satisfied It is determined whether or not the equipment has reached a predetermined fatigue state depending on whether or not it enters a predetermined time range, and when it is determined that the predetermined fatigue state has been reached, the vehicle travels within a range where the predetermined driving condition is not satisfied. Any device can be used as long as it controls the power output device.

  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. In other words, 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.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20. FIG. FIG. 3 is a configuration diagram showing an outline of the configuration of an inverter 43. It is a flowchart which shows an example of the phase short circuit abnormality detection routine performed by rear motor ECU47 of the 1st Example and the 2nd Example. It is a flowchart which shows an example of the fatigue determination routine performed by rear motor ECU47 of 1st Example. It is a flowchart which shows an example of the drive control routine performed by hybrid ECU70 of a 1st Example. It is explanatory drawing which shows an example of the resonance generation vehicle speed area | region setting map of a 1st Example. It is explanatory drawing which shows an example of the map for temporary request | requirement torque setting. It is explanatory drawing which shows an example of the map for back electromotive force action torque derivation | leading-out. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; It is explanatory drawing which shows an example of the weight setting map of the value added to the damage counter in the modification of a 1st Example. It is explanatory drawing which shows an example of the resonance generation vehicle speed area | region setting map in the modification of a 1st Example. It is a flowchart which shows an example of the fatigue determination routine performed by rear motor ECU47 of a 2nd Example. It is a flowchart which shows an example of the drive control routine performed by hybrid ECU70 of a 2nd Example. It is explanatory drawing which shows the mode of the rear axle speed Nr which changes with time in a 2nd Example. It is explanatory drawing which shows an example of the weight setting map of the value added to the damage counter in 2nd Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20, 20B, 120 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, 40 Front motor electronic control unit (front motor ECU), 41, 42, 43 Inverter, 43a-43f Switching element, 44, 45, 46 Rotation position detection sensor, 47 Rear motor ECU, 47a CPU, 47b ROM 47c RAM, 48 Temperature sensor, 50 Battery, 52 Electronic control unit for battery (battery ECU), 54 Power line, 60 Gear mechanism, 61 Differential gear, 62a, 62b Previous 63a, 63b Front axle, 65 gear mechanism, 66 Rear drive shaft, 67 Differential gear, 68a, 68b Rear wheel, 69a, 69b Rear axle, 70 Hybrid electronic control unit (hybrid ECU), 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, MG1, MG2, MG3 motor.

Claims (10)

A device including a first electric motor connected to the first axle and capable of inputting and outputting power to the first axle;
A power output device connected to the second axle and capable of outputting power to the second axle;
An inverter circuit for driving the first electric motor;
Power storage means capable of exchanging power with the first electric motor via the inverter circuit;
Phase short circuit abnormality detecting means for detecting a phase short circuit abnormality in which a part of the phase of the inverter circuit is short-circuited;
When the phase short circuit abnormality detecting means detects a phase short circuit abnormality, the inverter control means for setting the inverter circuit in a three-phase short circuit state;
Travel time in a state in which a predetermined travel condition in which vibration is generated by resonance between the first axle and the first motor is satisfied when the inverter control means has the inverter circuit in a three-phase short circuit state. It is determined whether or not the equipment has reached a predetermined fatigue state based on whether or not the total travel time obtained by integrating the predetermined time range is entered, and when it is determined that the predetermined fatigue state has been reached, Power output device control means for controlling the power output device so as to travel within a range in which the travel condition is not satisfied,
A vehicle comprising: The vehicle according to claim 1,
Vehicle speed detecting means for detecting the vehicle speed,
The power output device control means determines a predetermined vehicle speed at which vibration due to resonance between the first axle and the first electric motor is generated when determining whether or not the vehicle travels in a state where the predetermined traveling condition is satisfied. A means for determining whether or not the detected vehicle speed is in an area;
vehicle. The vehicle according to claim 2,
Temperature detecting means for detecting the temperature of the first electric motor;
In determining whether or not the detected vehicle speed is in the predetermined vehicle speed region, the power output device control means tends to decrease the lower limit of the predetermined vehicle speed region as the detected temperature is lower. A means for setting a predetermined vehicle speed region and determining whether or not the detected vehicle speed is in the set predetermined vehicle speed region;
vehicle. The power output device control means sets a predetermined vehicle speed region that is different depending on whether the vehicle is accelerating or decelerating when determining whether or not the vehicle is traveling in a state where the predetermined traveling condition is satisfied. Means for determining whether or not the detected vehicle speed is within a predetermined vehicle speed region;
The vehicle according to claim 2 or 3. The vehicle according to claim 1,
First rotation number detecting means for detecting the rotation number of the first axle;
The power output device control means is considered to have generated vibration due to resonance between the first axle and the first electric motor when determining whether or not the vehicle is traveling in a state where the predetermined traveling condition is satisfied. Means for determining whether or not the amplitude of the detected rotation speed of the first axle is in a predetermined amplitude region;
vehicle. The vehicle according to claim 1,
First rotational speed detection means for detecting the rotational speed of the first axle;
Second rotational speed detection means for detecting the rotational speed of the second axle;
With
The power output device control means is considered to have generated vibration due to resonance between the first axle and the first electric motor when determining whether or not the vehicle is traveling in a state where the predetermined traveling condition is satisfied. A means for determining whether or not a difference between the detected amplitude of the first axle rotation speed and the detected amplitude of the second axle rotation speed is within a predetermined numerical range;
vehicle. The power output device control means adds a weight, which tends to increase as the resonance amplitude between the first axle and the first motor increases, to the travel time when integrating the travel time. It is a means to accumulate the travel time after attaching,
The vehicle according to any one of claims 1 to 6. The power output device control means adds a weight that tends to increase as the vehicle travels at a vehicle speed at which the amplitude of resonance between the first axle and the first electric motor increases when integrating the travel time. A means for integrating the running time after adding the weight to the running time,
The vehicle according to any one of claims 2 to 4. The power output device includes an internal combustion engine, a second electric motor capable of inputting / outputting power to / from the second axle, a generator, an output shaft of the internal combustion engine, the second axle, and rotation of the generator. A three-axis power input / output means connected to three axes of the shaft and inputting / outputting power to / from the remaining shaft based on power input / output to / from any two of the three axes. ,
The power storage means is means capable of exchanging power with the second electric motor and the generator.
The vehicle according to any one of claims 1 to 8. Equipment including a first electric motor connected to the first axle and capable of inputting / outputting power to / from the first axle, and power connected to the second axle and capable of outputting power to the second axle An output device, an inverter circuit for driving the first electric motor, power storage means capable of exchanging electric power with the first electric motor via the inverter circuit, and a part of the phase of the inverter circuit are short-circuited A phase short circuit abnormality detecting means for detecting a phase short circuit abnormality, and a vehicle control method comprising:
(A) when the phase short circuit abnormality detecting means detects a short circuit abnormality in which a part of the phase of the inverter circuit is short circuited, the step of setting the inverter circuit in a three-phase short circuit state;
(B) When the inverter circuit is in a three-phase short circuit state in the step (a), a predetermined traveling condition that causes vibration due to resonance between the first axle and the first electric motor is satisfied. Determining whether or not the equipment has reached a predetermined fatigue state depending on whether or not the total travel time obtained by integrating the travel time is within a predetermined time region;
(C) controlling the power output device to travel within a range in which the predetermined traveling condition is not satisfied when it is determined in the step (b) that the devices have reached a predetermined fatigue state;
A method for controlling a vehicle including:

Images