JP5257351B2 - Vehicle and control method thereof - Google Patents

Description

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

  Conventionally, in this type of technology, in a vehicle that outputs a driving force from a motor to a driving shaft connected to an axle via a transmission, a current exceeding a predetermined current is supplied to the motor when the rotation of the motor is stopped. When the brake temperature of the transmission is lower than the predetermined temperature when the motor is applied, the corresponding brake of the transmission is friction-engaged to rotate the motor at a predetermined number of revolutions, and when the motor stops rotating, When a current equal to or higher than a predetermined current is applied, when the brake temperature of the transmission is higher than a predetermined temperature, a motor that outputs torque from a motor in a state where the corresponding brake of the transmission is completely engaged has been proposed (for example, , See Patent Document 1). In this technology, current is concentrated only on a specific one of the three-phase coils of the motor by friction-engaging the transmission brake and outputting torque from the motor within a range that can suppress the seizure of the brake of the transmission. Thus, the motor and its drive circuit are prevented from overheating.

JP 2006-256560 A

  In an automobile equipped with a brake that applies braking force by frictional force to a vehicle, from the viewpoint of suppressing heating exceeding the allowable temperature range of the brake, when the brake temperature is equal to or higher than a predetermined temperature, as described above, It is desirable to make the braking force due to friction as small as possible. As one of the techniques, there has been proposed a technique in which the braking force required by the brake is reduced by controlling the transmission so that an appropriate engine brake is applied in cooperation with the navigation system. Also, in automobiles equipped with a motor that outputs power to the drive shaft connected to the axle, it is necessary to limit the maximum value of torque output from the motor when the brake temperature rises in order to prevent heating of the brake. It is also possible to suppress the increase in brake temperature by reducing the braking force. At this time, if the torque output from the motor is restricted uniformly, the dynamic characteristics required for the automobile may not be obtained. For example, if the torque output from the motor is limited when starting on an uphill road, the vehicle may not start on the uphill road, and if the torque output from the motor is limited when accelerating during high-speed traveling, the vehicle may not be able to accelerate.

  A vehicle and a control method thereof according to the present invention provide an allowable temperature range of the braking device in a vehicle equipped with a braking device that applies braking force by frictional force to the vehicle and an electric motor that outputs power to a drive shaft connected to the axle. The main purpose is to achieve both suppression of excess heating and securing of vehicle dynamic characteristics.

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

The first vehicle of the present invention is
An internal combustion engine;
An electric motor that outputs power to a drive shaft connected to the axle;
Braking means for applying braking force by frictional force to the vehicle;
Vehicle speed detection means for detecting the vehicle speed;
Required driving force setting means for setting required driving force required for traveling;
When the temperature of the braking means is higher than a predetermined temperature that is presumed to exceed the upper limit of the allowable temperature range allowed for the braking means, the detected vehicle speed is predetermined as a relatively low vehicle speed. When the vehicle speed is higher than a predetermined low vehicle speed, the set required driving force is set to be an upper limit of a driving force range in which heating of the braking means is suppressed, and the vehicle is driven with a driving force limited to a predetermined driving force or less. Control means for controlling the internal combustion engine and the electric motor, and for controlling the internal combustion engine and the electric motor to travel with the set required driving force when the detected vehicle speed is equal to or lower than the predetermined low vehicle speed;
It is a summary to provide.

  In the first vehicle of the present invention, the detected vehicle speed is compared when the temperature of the braking means is higher than a predetermined temperature that is estimated as exceeding the upper limit of the allowable temperature range allowed for the braking means. When the vehicle speed is higher than a predetermined low vehicle speed that is predetermined as the target low vehicle speed, the driving force that is set to be equal to or lower than the predetermined driving force that is set as the upper limit of the driving force range in which heating of the braking means is suppressed is set. The internal combustion engine and the electric motor are controlled so that the vehicle travels. Thereby, heating exceeding the allowable temperature range of the braking means can be suppressed. Then, when the detected vehicle speed is equal to or lower than a predetermined low vehicle speed, the internal combustion engine and the electric motor are controlled to run with the set required driving force. Thereby, dynamic characteristics at a low vehicle speed can be ensured. As a result, it is possible to achieve both suppression of heating exceeding the allowable temperature range of the braking means and securing of the dynamic characteristics of the vehicle. Here, the “predetermined low vehicle speed” includes the vehicle speed of 0 and the temperature of the braking means is allowed when the braking force is applied to the vehicle by the braking means while traveling with the set required driving force. The upper limit of the vehicle speed range that does not exceed the upper limit of the temperature range is included.

  In the first vehicle according to the first aspect of the invention, the control unit is configured to determine a predetermined vehicle speed that is higher than the predetermined low vehicle speed even when the detected vehicle speed is higher than the predetermined low vehicle speed. When the vehicle speed is higher than or equal to the above-mentioned high vehicle speed, the internal combustion engine and the electric motor may be controlled to run with the set required driving force. In this way, dynamic characteristics at high speed can be ensured. Here, the “predetermined high vehicle speed” includes a predetermined upper limit speed as an upper limit of the vehicle speed that can be traveled, and a braking force is applied to the vehicle by the braking means while the vehicle is traveling with the set required driving force. The lower limit of the vehicle speed range in which the temperature of the braking means does not exceed the upper limit of the allowable temperature range.

The second vehicle of the present invention is
An internal combustion engine;
An electric motor that outputs power to a drive shaft connected to the axle;
Braking means for applying braking force by frictional force to the vehicle;
Vehicle speed detection means for detecting the vehicle speed;
Required driving force setting means for setting required driving force required for traveling;
When the temperature of the braking means is higher than a predetermined temperature that is presumed to exceed the upper limit of the allowable temperature range allowed for the braking means, the detected vehicle speed is predetermined as a relatively high vehicle speed. When the vehicle speed is lower than a predetermined high vehicle speed, the set required driving force is set to be an upper limit of a driving force range in which heating of the braking means is suppressed, so that the vehicle travels with a driving force limited to a predetermined driving force or less. Control means for controlling the internal combustion engine and the electric motor, and for controlling the internal combustion engine and the electric motor to run with the set required driving force when the detected vehicle speed is equal to or higher than the predetermined high vehicle speed;
It is a summary to provide.

  In the second vehicle of the present invention, the detected vehicle speed is compared when the temperature of the braking means is higher than a predetermined temperature that is presumed to exceed the upper limit of the allowable temperature range allowed for the braking means. When the vehicle speed is lower than a predetermined high vehicle speed that is determined as a particularly high vehicle speed, the driving force that is set to be equal to or lower than the predetermined driving force that is set as the upper limit of the driving force range in which heating of the braking means is suppressed is set. The internal combustion engine and the electric motor are controlled so that the vehicle travels. Thereby, heating exceeding the allowable temperature range of the braking means can be suppressed. When the detected vehicle speed is equal to or higher than a predetermined high vehicle speed, the internal combustion engine and the electric motor are controlled so as to travel with the set required driving force. Thereby, dynamic characteristics at high speed can be ensured. As a result, it is possible to achieve both suppression of heating exceeding the allowable temperature range of the braking means and securing of the dynamic characteristics of the vehicle. Here, the “predetermined high vehicle speed” includes a predetermined upper limit speed as an upper limit of the vehicle speed that can be traveled, and a braking force is applied to the vehicle by the braking means while the vehicle is traveling with the set required driving force. The lower limit of the vehicle speed range in which the temperature of the braking means does not exceed the upper limit of the allowable temperature range.

  In such a first or second vehicle of the present invention, there are three axes including a generator capable of inputting / outputting power, a drive shaft connected to drive wheels, an output shaft of the internal combustion engine, and a rotary shaft of the generator. Three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any two of the three shafts, and exchange of electric power with the generator and the motor. The internal combustion engine outputs power to the drive shaft, and the rotating shaft of the electric motor is connected to the drive shaft.

The first vehicle control method of the present invention comprises:
A vehicle control method comprising: an internal combustion engine; an electric motor that outputs power to a drive shaft connected to an axle; and braking means that applies braking force due to frictional force to the vehicle,
When the temperature of the braking means is higher than a predetermined temperature that is presumed to exceed the upper limit of the allowable temperature range allowed for the braking means, the vehicle speed is a predetermined low that is predetermined as a relatively low vehicle speed. When the vehicle speed is higher than the vehicle speed, the internal combustion engine is configured to travel with a driving force that is limited to a predetermined driving force that is predetermined as an upper limit of a driving force range in which heating of the braking means is suppressed when traveling is required. Controlling the electric motor, and controlling the internal combustion engine and the electric motor to travel with the requested driving force when the vehicle speed is equal to or lower than the predetermined low vehicle speed,
It is characterized by that.

  In the first vehicle control method of the present invention, the vehicle speed is compared when the temperature of the braking means is higher than a predetermined temperature that is presumed to exceed the upper limit of the allowable temperature range allowed for the braking means. When the vehicle speed is higher than a predetermined low vehicle speed that is determined as a target low vehicle speed, the required driving force required for traveling is limited to a predetermined driving force that is less than or equal to a predetermined driving force as an upper limit of the driving force range in which heating of the braking means is suppressed. The internal combustion engine and the electric motor are controlled so as to travel with the driving force. Thereby, heating exceeding the allowable temperature range of the braking means can be suppressed. When the vehicle speed is equal to or lower than a predetermined low vehicle speed, the internal combustion engine and the electric motor are controlled to run with the required driving force. Thereby, dynamic characteristics at a low vehicle speed can be ensured. As a result, it is possible to achieve both suppression of heating exceeding the allowable temperature range of the braking means and securing of the dynamic characteristics of the vehicle. Here, the “predetermined low vehicle speed” includes a vehicle speed of 0, and when the braking force is applied to the vehicle by the braking device while traveling with the required driving force, the temperature of the braking device is within the allowable temperature range. The upper limit of the vehicle speed range that does not exceed the upper limit is included.

The second vehicle control method of the present invention comprises:
A vehicle control method comprising: an internal combustion engine; an electric motor that outputs power to a drive shaft connected to an axle; and braking means that applies braking force due to frictional force to the vehicle,
Required driving force setting means for setting required driving force required for traveling;
When the temperature of the braking means is higher than a predetermined temperature that is presumed to exceed the upper limit of the allowable temperature range allowed for the braking means, the vehicle speed is a predetermined high that is predetermined as a relatively high vehicle speed. When the vehicle speed is lower than the vehicle speed, the internal combustion engine and the internal combustion engine are configured to travel with a driving force that is limited to a predetermined driving force or less that is predetermined as an upper limit of a driving force range in which heating of the braking means is suppressed when traveling Controlling the electric motor, and controlling the internal combustion engine and the electric motor to travel with the required driving force when the vehicle speed is equal to or higher than the predetermined high vehicle speed,
It is characterized by that.

  In the second vehicle control method of the present invention, the vehicle speed is compared when the temperature of the braking means is higher than a predetermined temperature that is presumed to exceed the upper limit of the allowable temperature range allowed for the braking means. When the vehicle speed is lower than a predetermined high vehicle speed that is determined as a particularly high vehicle speed, the required driving force that is required for traveling is limited to a predetermined driving force that is less than or equal to a predetermined driving force that is the upper limit of the driving force range in which heating of the braking means is suppressed The internal combustion engine and the electric motor are controlled so as to travel with the driving force. Thereby, heating exceeding the allowable temperature range of the braking means can be suppressed. When the vehicle speed is equal to or higher than a predetermined high vehicle speed, the internal combustion engine and the electric motor are controlled so as to travel with the required driving force. Thereby, dynamic characteristics at high speed can be ensured. As a result, it is possible to achieve both suppression of heating exceeding the allowable temperature range of the braking means and securing of the dynamic characteristics of the vehicle. Here, the “predetermined high vehicle speed” includes a predetermined upper limit speed as an upper limit of the vehicle speed that can be traveled, and a braking force is applied to the vehicle by the braking means while the vehicle is traveling with the set required driving force. The lower limit of the vehicle speed range in which the temperature of the braking means does not exceed the upper limit of the allowable temperature range.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine at the time of the brake high temperature performed by the electronic control unit 70 for hybrids of an 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 torque allowable rate setting. 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; FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, A disk that presses a brake pad (none of which is not shown) against a brake disk attached to each of the driving wheels 63a and 63b and a driven wheel (not shown) and causes braking torque to act on the driving wheels 63a and 63b and a driven wheel (not shown) by friction. The brakes 90a to 90d configured as brakes and the brakes 90a to 90d are controlled. It includes a brake actuator 92 for, and a hybrid electronic control unit 70 that controls the entire vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) attached to the crankshaft 26.

  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 drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The 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 battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and input based on the remaining capacity (SOC) of the battery 50 It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The brake actuator 92 is driven by a braking torque corresponding to the share of the brakes 90a to 90d in the braking force applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 91 and the vehicle speed V generated when the brake pedal 85 is depressed. The hydraulic pressure of a brake wheel cylinder (not shown) built in a caliper (not shown) that presses the brake pads of the brakes 90a to 90d so as to act on the wheels 63a and 63b and a driven wheel (not shown) is adjusted, or the brake pedal Regardless of the depression of 85, the hydraulic pressure of the brake wheel cylinder can be adjusted so that the braking torque acts on the drive wheels 63a and 63b and the driven wheels. The brake actuator 92 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 94. The brake ECU 94 inputs signals such as a wheel speed from a wheel speed sensor (not shown) attached to the driving wheels 63a and 63b and the driven wheel and a steering angle from a steering angle sensor (not shown) by a signal line (not shown). When the driver depresses the brake pedal 85, an anti-lock brake system function (ABS) that prevents any of the driving wheels 63a, 63b and the driven wheels from slipping due to the lock or when the driver depresses the accelerator pedal 83 Traction control (TRC) for preventing any one of the drive wheels 63a and 63b from slipping due to idling, posture holding control (VSC) for holding the posture while the vehicle is turning, and the like are also performed. The brake ECU 49 receives brake temperatures Tbr1 to Tbr4 from temperature sensors 98a to 98d that detect the temperatures of the brakes 90a to 90d. Further, the brake ECU 94 communicates with the hybrid electronic control unit 70, and controls the drive of the brake actuator 92 by a control signal from the hybrid electronic control unit 70, or brakes from the temperature sensors 98a to 98d as necessary. Data relating to the temperatures Tbr <b> 1 to Tbr <b> 4 and the state of the brake actuator 92 are output to the hybrid electronic control unit 70.

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

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

  Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the operation when the brakes 90a to 90d become high temperature will be described. FIG. 2 is a flowchart showing an example of a brake high temperature drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several milliseconds) when at least one of the brake temperatures Tbr1 to Tbr4 input from the brake ECU 94 becomes equal to or higher than the determination temperature Tbref. Here, the determination temperature Tbref is an upper limit of a temperature range allowed for the brakes 90a to 90d so that the brakes 90a to 90d exhibit a predetermined braking performance as a braking performance when the vehicle travels. When the braking force is applied to the vehicle using the brakes 90a to 90d, the temperature of the brakes 90a to 90d is lower than the predetermined heat resistant temperature Tcri (for example, 700 ° C, 750 ° C, 800 ° C, etc.). It is assumed that the temperature is set to be estimated to exceed (for example, 550 ° C., 600 ° C., 650 ° C., etc.).

  When the brake high temperature drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotation of the motors MG1 and MG2. A process of inputting data necessary for control, such as the numbers Nm1, Nm2, input / output limits Win and Wout of the battery 50, is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication.

  When the data is input in this way, the temporary torque to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. A temporary required torque Trtmp is set as a value (step S110). In the embodiment, the temporary required torque Trtmp is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the temporary required torque Trtmp, and the accelerator opening Acc, the vehicle speed V, and the like. , The corresponding temporary required torque Trtmp is derived from the stored map and set. FIG. 3 shows an example of the temporary required torque setting map.

  Subsequently, the provisional maximum torque Trmaxtmp as a provisional value of the maximum value of torque that can be set as the required torque Tr * based on the vehicle speed V and the output to the ring gear shaft 32a as the actual drive shaft with respect to the provisional maximum torque Trmaxtmp are allowed. The torque allowable rate Kb is set as a ratio of the maximum value of the torque to be executed (step S120), and the actual required torque Tr * is set by the following equation (1) using the temporary maximum torque Trmaxtmp and the torque allowable rate Kb. A maximum torque Trmax is set as the maximum possible torque (step S130). Here, in the embodiment, the temporary maximum torque Trmaxtmp is set using the temporary required torque setting map illustrated in FIG. 3, and when the vehicle speed V is given, the corresponding temporary required torque Trtmp is determined from the temporary required torque setting map. Of these, the temporary required torque Trtmp when the accelerator opening Acc is 100% is derived and set. Further, in the embodiment, the allowable torque rate Kb corresponds to the map stored when the relationship between the vehicle speed V and the allowable torque rate Kb is predetermined and stored in the ROM 74 as the allowable torque rate setting map. The allowable torque rate Kb is derived and set.

  Trmax = Trmaxtmp ・ Kb (1)

  FIG. 4 shows an example of a torque allowable ratio setting map. In the torque allowable rate setting map, the torque allowable rate Kb is 1 when the vehicle speed V is equal to or lower than the first vehicle speed V1 (for example, 30 km / h, 35 km / h, 40 km / h, etc.), and the vehicle speed V is the first. When the vehicle speed becomes higher than the vehicle speed V1, the value kref (for example, 0.6, 0) is decreased at the decrease rate Rd and the second vehicle speed V2 (for example, 42 km / h, 44 km / h, 46 km / h, etc.) higher than the first vehicle speed V1. .7, 0.8, etc.) When the vehicle speed V exceeds the second vehicle speed V2, the value kref until the third vehicle speed V3 (for example, 175 km / h, 180 km / h, 185 km / h) higher than the second vehicle speed V2 is reached. Is maintained, and when the vehicle speed V exceeds the third vehicle speed V3, the value increases from the value kref at an increase rate Ri until the fourth vehicle speed V4 (for example, 190 km / h, 195 km / h, 200 km / h, etc.) is reached. Te, the vehicle speed V is assumed to be set to a value 1 becomes the fourth speed V4 over. Since the maximum torque Trmax is obtained by multiplying the temporary maximum torque Trmaxtmp by the torque allowable rate Kb (step S130), when the vehicle speed V is higher than the first vehicle speed V1 and lower than the fourth vehicle speed V4, it is smaller than the temporary maximum torque Trmaxtmp. Is set to the maximum torque Trmax. Thereby, the heating of the brakes 90a to 90d can be suppressed. When the vehicle speed V is equal to or lower than the first vehicle speed V1 or when the vehicle speed V is equal to or higher than the fourth vehicle speed V4, the provisional maximum torque Trmaxtmp is set as it is to the maximum torque Trmax. Here, the first vehicle speed V1 is set as an upper limit of a relatively low vehicle speed range in which the brake temperatures Tr1 to Tr4 do not reach the heat resistant temperature Tcri even if the brakes 90a to 90d are operated in a state where the vehicle travels at the temporary maximum torque Trmaxtmp. The fourth vehicle speed V4 is set as a lower limit of a relatively high vehicle speed range in which the brake temperatures Tr1 to Tr4 do not reach the heat resistant temperature Tcri even if the brakes 90a to 90d are operated in a state where the vehicle is running at the temporary maximum torque Trmaxtmp. It was supposed to be. That is, when the vehicle speed V is equal to or lower than the first vehicle speed V1, it is considered that the brakes 90a to 90d do not reach the heat resistant temperature Tcri even when traveling with the temporary maximum torque Trmaxtmp. This is based on the fact that when the braking torque is applied to the driving wheels 63a, 63b and the driven wheels by the brakes 90a to 90d, the amount of heat generated by the brakes 90a to 90d is considered to decrease as the vehicle speed V decreases. Further, when the vehicle speed V is equal to or higher than the fourth vehicle speed V4, it is considered that the brakes 90a to 90d do not reach the heat resistant temperature Tcri even when traveling with the temporary maximum torque Trmaxtmp. This is because the higher the vehicle speed V, the greater the running resistance, and the higher the vehicle speed V, the longer it takes for the torque output to the ring gear shaft 32a as the drive shaft to reach the required torque Tr * when the vehicle is accelerated. In short, it is based on the fact that heat dissipation of the brakes 90a to 90d is likely to be promoted. As a result, when the vehicle speed V is equal to or lower than the first vehicle speed V1, dynamic characteristics at a low speed can be ensured such as a slippage when starting on an uphill road is suppressed. Further, when the vehicle speed V is equal to or higher than the fourth vehicle speed V4, dynamic characteristics at a high speed such that the vehicle can be accelerated quickly during high-speed driving, or can be driven at the maximum speed Vmax determined as the maximum value of the vehicle speed that can be driven. Can be secured. Note that the decrease rate Rd and the increase rate Ri are rates that are determined in advance through experiments and analyzes as a rate for mitigating torque shock due to a sudden change in the maximum torque Trmax, and the second vehicle speed V2 and the third vehicle speed V3 are the decrease rates. The setting is made based on Rd and increase rate Ri.

  When the maximum torque Trmax is set in this way, the smaller value of the maximum torque Trmax and the temporary required torque Trtmp is set as the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft, and the request required for the engine 22 The power Pe * is set (step S140). The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. By such processing, the required torque Tr * is set to a value equal to or less than the maximum torque Trmax as a value smaller than the provisional maximum torque Trmaxtmp when the vehicle speed V is higher than the first vehicle speed V1 and lower than the fourth vehicle speed V4. When the vehicle speed is equal to or lower than V1 or when the vehicle speed V is equal to or higher than the fourth vehicle speed V4, the value is set to a value equal to or smaller than the maximum torque Trmax that is the same value as the provisional maximum torque Trmaxtmp. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by the conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, a target rotational speed Ne * and a target torque Te * are set as operating points at which the engine 22 should be operated based on the set required power Pe * (step S150). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, the target speed Nm1 * of the motor MG1 is calculated by the following equation (2) using the target speed Ne * of the engine 22, the speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1, a torque command Tm1 * of the motor MG1 is calculated by the equation (3) (step S160). Here, Expression (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (2) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (2)
Tm1 * =-ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (3)

Then, the torque command Tm1 * set as the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35 to obtain the torque to be output from the motor MG2. A temporary torque Tm2tmp, which is a temporary value, is calculated by the following equation (4) (step S170), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are multiplied by the current rotational speed Nm1 of the motor MG1. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by the number of revolutions Nm2 of the motor MG2 ) And equation (6) (step S180), and the set temporary torque Tm2tmp is calculated according to equation (7). Click restriction Tm2min, to limit to set a torque command Tm2 * of the motor MG2 by Tm2max (step S190). Here, the equation (4) is expressed in FIG.
It can be easily derived from the nomogram.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (5)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (6)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (7)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S200), and the brake high temperature drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. By such control, the engine 22 is efficiently operated within the range of the input / output limits Win and Wout of the battery 50, and the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of the maximum torque Trmax or less. can do. When the vehicle speed V is higher than the first vehicle speed V1 and lower than the fourth vehicle speed V4, the maximum torque Trmax is set to a value smaller than the temporary maximum torque Trmaxtmp, and the required torque Tr * is output within the range of the maximum torque Trmax or less. Since the vehicle travels, heating exceeding the allowable temperature range of the brakes 90a to 90d when the braking torque is applied by the brakes 90a to 90d can be suppressed. Further, when the vehicle speed V is equal to or lower than the first vehicle speed V1 or when the vehicle speed V is equal to or higher than the fourth vehicle speed V4, the provisional maximum torque Trmaxtmp is set as it is as the maximum torque Trmax and the required torque Tr * is set within the range of the maximum torque Trmax or less. Since the vehicle travels with output, the dynamic characteristics of the vehicle can be ensured.

  According to the hybrid vehicle 20 of the embodiment described above, when the vehicle speed V is higher than the first vehicle speed V1 and lower than the fourth vehicle speed V4, the maximum torque Trmax is the torque required for traveling when the accelerator opening Acc is 100%. Is set to a value smaller than the provisional maximum torque Trmaxtmp, and the required torque Tr * is output within the range of the maximum torque Trmax or less, so that the heating exceeding the allowable temperature range of the brakes 90a to 90d can be suppressed. . Further, when the vehicle speed V is equal to or lower than the first vehicle speed V1 or when the vehicle speed V is equal to or higher than the fourth vehicle speed V4, the provisional maximum torque Trmaxtmp is set as it is as the maximum torque Trmax and the required torque Tr is within the range of the maximum torque Trmax or less. Since the vehicle travels by outputting *, the dynamic characteristics of the vehicle can be secured. As a result, it is possible to achieve both suppression of heating exceeding the allowable temperature range of the brakes 90a to 90d and securing of the vehicle dynamic characteristics.

  In the hybrid vehicle 20 of the embodiment, when the vehicle speed V is higher than the first vehicle speed V1 and lower than the fourth vehicle speed V4, the maximum torque Trmax is set to a value smaller than the temporary maximum torque Trmaxtmp, and the vehicle speed V is less than or equal to the first vehicle speed V1. When the vehicle speed V is equal to or higher than the fourth vehicle speed V4, the temporary maximum torque Trmaxtmp is set as the maximum torque Trmax as it is. However, when the vehicle speed V is higher than the first vehicle speed V1 without considering the fourth vehicle speed V4. The maximum torque Trmax is set to a value smaller than the temporary maximum torque Trmaxtmp, and when the vehicle speed V is equal to or lower than the first vehicle speed V1, the temporary maximum torque Trmaxtmp is set as the maximum torque Trmax as it is, or the first vehicle speed V1 is not considered. When the vehicle speed V is lower than the fourth vehicle speed V4, the maximum torque Tr ax may be used as those vehicle speed V and sets the temporary maximum torque Trmaxtmp value smaller than when it is the fourth speed V4 or to set a temporary maximum torque Trmaxtmp it as the maximum torque Trmax.

  In the hybrid vehicle 20 of the embodiment, the allowable torque rate Kb decreases at the decrease rate Rd when the vehicle speed V becomes higher than the first vehicle speed V1, becomes the value kref at the second vehicle speed V2, and becomes the value when the vehicle speed V becomes higher than the third vehicle speed V3. It is assumed that the speed increases from kref at an increase rate Ri. However, if a torque shock due to a sudden change in the maximum torque is allowed, the value kref is assumed to be uniform when the vehicle speed V is higher than the first vehicle speed V1 and lower than the fourth vehicle speed V4. Also good. Further, when the vehicle speed V is higher than the second vehicle speed V2 and lower than the third vehicle speed V3, the torque allowable rate Kb is set to the value kref. However, the torque allowable rate Kb is set in accordance with the vehicle speed V within a range smaller than the value 1. It may be changed.

  In the hybrid vehicle 20 of the embodiment, the brake high temperature drive control routine is executed when at least one of the brake temperatures Tbr1 to Tbr4 detected by the temperature sensors 98a to 98d becomes equal to or higher than the determination temperature Tbref. However, when at least one of the temperatures of the brakes 90a to 90b estimated using the traveling pattern such as the frequency of repetition of acceleration and deceleration becomes equal to or higher than the determination temperature Tbref, the brake high temperature drive control routine is executed. It is good also as a thing.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 7) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the planetary gear 30, but the hybrid vehicle of the modified example of FIG. 220, a generator 230 that can exchange power with the battery 50 and generates power using the power from the engine 22, and the axles of the drive wheels 63a and 63b by the power from the generator 230 and the battery 50 are used. A so-called series hybrid vehicle including a motor MG for outputting power may be used.

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It does not matter as forms of vehicles, such as a train other than a motor vehicle. Furthermore, it is good also as a form of such a vehicle control method.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, for the first vehicle of the present invention, the engine 22 corresponds to “internal combustion engine”, the motor MG2 corresponds to “electric motor”, the brakes 90a to 90d correspond to “braking means”, and the vehicle speed sensor 88 corresponds to “vehicle speed detection means”, and the hybrid electronic control for executing the processing of step S110 of the brake high temperature drive control routine of FIG. 2 for setting the temporary required torque Trtmp based on the accelerator opening degree Acc and the vehicle speed V. The unit 70 corresponds to “required driving force setting means”. When at least one of the brake temperatures Tbr1 to Tbr4 is equal to or higher than the determination temperature Tbref, the maximum torque Trmax is temporarily set when the vehicle speed V is higher than the first vehicle speed V1. When the vehicle speed V is set to a value smaller than the maximum torque Trmaxtmp and the vehicle speed V is less than or equal to the first vehicle speed V1, the maximum torque T max is set to the temporary maximum torque Trmaxtmp, the smaller value of the temporary required torque and the maximum torque Trmax is set as the required torque Tr *, and the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. Drive high temperature drive control in FIG. 2 that sets the target rotational speed Ne * and target torque Te * of the engine 22 and sets torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 and transmits them to the engine ECU 24 and the motor ECU 40. Based on the hybrid electronic control unit 70 that executes the processing of steps S120 to S200 of the routine, 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 *. A motor ECU 40 that controls the motors MG1 and MG2 It corresponds to the control unit ". The motor MG1 corresponds to a “generator”, the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”, and the battery 50 corresponds to a “power storage unit”.

  In the second vehicle of the present invention, the engine 22 corresponds to an “internal combustion engine”, the motor MG2 corresponds to an “electric motor”, the brakes 90a to 90d correspond to “braking means”, and the vehicle speed sensor 88 is The hybrid electronic control unit 70 corresponds to “vehicle speed detecting means” and executes the processing of step S110 of the brake high temperature drive control routine of FIG. 2 for setting the temporary required torque Trtmp based on the accelerator opening Acc and the vehicle speed V. Corresponds to “required driving force setting means”, and when at least one of the brake temperatures Tbr1 to Tbr4 is equal to or higher than the determination temperature Tbref, the maximum torque Trmax is set to the temporary maximum torque when the vehicle speed V is lower than the fourth vehicle speed V1. When the vehicle speed V is set to a value smaller than Trmaxtmp and the vehicle speed V is equal to or higher than the fourth vehicle speed V1, the maximum torque Trmax The temporary maximum torque Trmaxtmp is set, and the smaller value of the temporary required torque and the maximum torque Trmax is set as the required torque Tr * so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. Of the brake high temperature drive control routine of FIG. 2 for setting the target rotational speed Ne * and the target torque Te * and setting the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 and transmitting them to the engine ECU 24 and the motor ECU 40. The hybrid electronic control unit 70 that executes the processing of steps S120 to S200, the engine ECU 24 that controls the engine 22 based on the target rotational speed Ne * and the target torque Te *, and the motor MG1 based on the torque commands Tm1 * and Tm2 *. , The motor ECU 40 for controlling the MG2 It corresponds to ". The motor MG1 corresponds to a “generator”, the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”, and the battery 50 corresponds to a “power storage unit”.

  Here, in the first vehicle of the present invention, the “internal combustion engine” is not limited to an internal combustion engine that outputs power by a hydrocarbon-based fuel such as gasoline or light oil, but any type of hydrogen engine or the like. It may be an internal combustion engine. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor that outputs power to a drive shaft connected to an axle, such as an induction motor. It doesn't matter. The “braking means” is not limited to the brakes 90a to 90d, and applies braking torque to the vehicle by pressing the brake shoes from the inside of the drum rotating together with the driving wheels and driven wheels. As long as the braking force by the frictional force is given to the vehicle, it may be anything. The “vehicle speed detection means” is not limited to the vehicle speed sensor 88, but is used to calculate the vehicle speed V based on the rotation speed of the ring gear shaft 32a as a drive shaft, or to be attached to the drive wheels 63a, 63b and the driven wheels. Any device that detects the vehicle speed, such as a device that calculates the vehicle speed V based on a signal from the wheel speed sensor, may be used. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. If the required driving force required for traveling is set, such as those for which the required torque is set based on the traveling position on the traveling route, such as those for which the driving route is set in advance I do not care. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, when at least one of the brake temperatures Tbr1 to Tbr4 becomes equal to or higher than the determination temperature Tbref, the maximum torque Trmax is smaller than the temporary maximum torque Trmaxtmp when the vehicle speed V is higher than the first vehicle speed V1. When the vehicle speed V is equal to or lower than the first vehicle speed V1, the maximum torque Trmax is set to the temporary maximum torque Trmaxtmp, and the smaller value of the temporary required torque and the maximum torque Trmax is set as the required torque Tr *. The invention is not limited to controlling the engine 22 and the motors MG1, MG2 so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. Predetermined temperature as a temperature estimated to exceed the upper limit of the range If the detected vehicle speed is higher than a predetermined low vehicle speed set in advance as a relatively low vehicle speed, the set required drive force is set in advance as the upper limit of the drive force range in which heating of the braking means is suppressed. The internal combustion engine and the electric motor are controlled so as to run with a driving force limited to a predetermined driving force or less, and when the detected vehicle speed is equal to or lower than a predetermined low vehicle speed, the internal combustion engine and the electric motor are caused to run with the set required driving force. Any device may be used as long as it controls the above. 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 “three-axis power input / output means” is not limited to the power distribution and integration mechanism 30 described above, but uses a double pinion planetary gear mechanism, a combination of a plurality of planetary gear mechanisms, or a differential gear. Such as those having a differential action different from that of the planetary gear, such as those connected to the drive shaft connected to the drive wheels, the output shaft of the internal combustion engine, and the rotation shaft of the generator, and any of the three shafts 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 “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a generator and the motor, such as a capacitor.

  In the second vehicle of the present invention, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, but any type of internal combustion engine such as a hydrogen engine. It may be an institution. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor that outputs power to a drive shaft connected to an axle, such as an induction motor. It doesn't matter. The “braking means” is not limited to the brakes 90a to 90d, and applies braking torque to the vehicle by pressing the brake shoes from the inside of the drum rotating together with the driving wheels and driven wheels. As long as the braking force by the frictional force is given to the vehicle, it may be anything. The “vehicle speed detection means” is not limited to the vehicle speed sensor 88, but is used to calculate the vehicle speed V based on the rotation speed of the ring gear shaft 32a as a drive shaft, or to be attached to the drive wheels 63a, 63b and the driven wheels. Any device that detects the vehicle speed, such as a device that calculates the vehicle speed V based on a signal from the wheel speed sensor, may be used. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. If the required driving force required for traveling is set, such as those for which the required torque is set based on the traveling position on the traveling route, such as those for which the driving route is set in advance I do not care. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, when at least one of the brake temperatures Tbr1 to Tbr4 is equal to or higher than the determination temperature Tbref, the maximum torque Trmax is smaller than the temporary maximum torque Trmaxtmp when the vehicle speed V is lower than the fourth vehicle speed V1. When the vehicle speed V is equal to or higher than the fourth vehicle speed V1, the maximum torque Trmax is set to the temporary maximum torque Trmaxtmp, and the smaller value of the temporary required torque and the maximum torque Trmax is set as the required torque Tr *. The invention is not limited to controlling the engine 22 and the motors MG1, MG2 so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. Predetermined temperature as a temperature estimated to exceed the upper limit of the range When the detected vehicle speed is lower than a predetermined high vehicle speed that is predetermined as a relatively high vehicle speed, the set required driving force is preset as the upper limit of the driving force range in which heating of the braking means is suppressed. The internal combustion engine and the electric motor are controlled so as to run with a driving force limited to a predetermined driving force or less, and when the detected vehicle speed is equal to or higher than a predetermined high vehicle speed, the internal combustion engine and the electric motor are caused to run with the set required driving force Any device may be used as long as it controls the above. The “three-axis power input / output means” is not limited to the power distribution and integration mechanism 30 described above, but uses a double pinion planetary gear mechanism, a combination of a plurality of planetary gear mechanisms, or a differential gear. Such as those having a differential action different from that of the planetary gear, such as those connected to the drive shaft connected to the drive wheels, the output shaft of the internal combustion engine, and the rotation shaft of the generator, and any of the three shafts 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 “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a generator and an electric motor such as a capacitor.

  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.

  20, 120 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 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 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51 Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 60 Gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 89 Gradient sensor, 90a-90d Brake, 91 Brake master cylinder, 92 Brake actuator, 94 Electronic control unit for brake (brake ECU), 98a to 98d Temperature sensor, 230 generator, MG, MG1, MG2 motor.

Claims (6)

An internal combustion engine;
An electric motor that outputs power to a drive shaft connected to the axle;
Braking means for applying braking force by frictional force to the vehicle;
Vehicle speed detection means for detecting the vehicle speed;
Required driving force setting means for setting required driving force required for traveling;
When the temperature of the braking means is higher than a predetermined temperature that is presumed to exceed the upper limit of the allowable temperature range allowed for the braking means, the detected vehicle speed is predetermined as a relatively low vehicle speed. When the vehicle speed is higher than a predetermined low vehicle speed, the set required driving force is set to be an upper limit of a driving force range in which heating of the braking means is suppressed, and the vehicle is driven with a driving force limited to a predetermined driving force or less. Control means for controlling the internal combustion engine and the electric motor, and for controlling the internal combustion engine and the electric motor to travel with the set required driving force when the detected vehicle speed is equal to or lower than the predetermined low vehicle speed;
A vehicle comprising: The vehicle according to claim 1,
The control means, when the detected vehicle speed is higher than the predetermined low vehicle speed, when the detected vehicle speed is equal to or higher than a predetermined high vehicle speed predetermined as a vehicle speed higher than the predetermined low vehicle speed, A vehicle which is means for controlling the internal combustion engine and the electric motor so as to travel with the requested driving force. An internal combustion engine;
An electric motor that outputs power to a drive shaft connected to the axle;
Braking means for applying braking force by frictional force to the vehicle;
Vehicle speed detection means for detecting the vehicle speed;
Required driving force setting means for setting required driving force required for traveling;
When the temperature of the braking means is higher than a predetermined temperature that is presumed to exceed the upper limit of the allowable temperature range allowed for the braking means, the detected vehicle speed is predetermined as a relatively high vehicle speed. When the vehicle speed is lower than a predetermined high vehicle speed, the set required driving force is set to be an upper limit of a driving force range in which heating of the braking means is suppressed, so that the vehicle travels with a driving force limited to a predetermined driving force or less. Control means for controlling the internal combustion engine and the electric motor, and for controlling the internal combustion engine and the electric motor to run with the set required driving force when the detected vehicle speed is equal to or higher than the predetermined high vehicle speed;
A vehicle comprising: A vehicle according to any one of claims 1 to 3,
A generator capable of inputting and outputting power;
Connected to three shafts of a drive shaft coupled to a drive wheel, an output shaft of the internal combustion engine, and a rotating shaft of the generator, and the remainder based on power input to and output from any two of the three shafts 3-axis power input / output means for inputting / outputting power to / from the shaft,
Power storage means capable of exchanging electric power with the generator and the motor;
With
The internal combustion engine outputs power to the drive shaft;
A rotating shaft of the electric motor is connected to the driving shaft. A vehicle control method comprising: an internal combustion engine; an electric motor that outputs power to a drive shaft connected to an axle; and braking means that applies braking force due to frictional force to the vehicle,
When the temperature of the braking means is higher than a predetermined temperature that is presumed to exceed the upper limit of the allowable temperature range allowed for the braking means, the vehicle speed is a predetermined low that is predetermined as a relatively low vehicle speed. When the vehicle speed is higher than the vehicle speed, the internal combustion engine is configured to travel with a driving force that is limited to a predetermined driving force that is predetermined as an upper limit of a driving force range in which heating of the braking means is suppressed when traveling is required. Controlling the electric motor, and controlling the internal combustion engine and the electric motor to travel with the requested driving force when the vehicle speed is equal to or lower than the predetermined low vehicle speed,
A method for controlling a vehicle. A vehicle control method comprising: an internal combustion engine; an electric motor that outputs power to a drive shaft connected to an axle; and braking means that applies braking force due to frictional force to the vehicle,
Required driving force setting means for setting required driving force required for traveling;
When the temperature of the braking means is higher than a predetermined temperature that is presumed to exceed the upper limit of the allowable temperature range allowed for the braking means, the vehicle speed is a predetermined high that is predetermined as a relatively high vehicle speed. When the vehicle speed is lower than the vehicle speed, the internal combustion engine and the internal combustion engine are configured to travel with a driving force that is limited to a predetermined driving force or less that is predetermined as an upper limit of a driving force range in which heating of the braking means is suppressed when traveling is lower than the vehicle speed. Controlling the electric motor, and controlling the internal combustion engine and the electric motor to travel with the required driving force when the vehicle speed is equal to or higher than the predetermined high vehicle speed,
A method for controlling a vehicle.

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