JP6696319B2 - Hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle including an engine, an electric supercharger, first and second motors, and a planetary gear.

  Conventionally, this type of hybrid vehicle includes an engine, an electric supercharger (turbocharger with electric motor), a first motor (generator), a planetary gear (power split mechanism), and a second motor (driving motor). , A battery are proposed (for example, refer to Patent Document 1). The electric supercharger includes a compressor impeller (intake side turbine), a turbine impeller (exhaust side turbine), a supercharge motor (electric motor), an intake side variable power transmission element, and an exhaust side variable power transmission element. ing. The rotation shaft of the supercharger motor is connected to the compressor impeller via the intake side variable power transmission element, and is connected to the turbine impeller via the exhaust side variable power transmission element. The intake side variable power transmission element changes the rotation speed of the rotation shaft of the supercharging motor and transmits it to the compressor impeller. The exhaust side variable power transmission element changes the rotation speed of the exhaust turbine and transmits it to the rotation shaft of the supercharging motor. The planetary gear is connected to the crankshaft of the engine, the rotary shaft of the first motor, and the drive shaft. The rotation shaft of the second motor is connected to the drive shaft. The battery exchanges electric power with each of the first motor, the second motor, and the supercharged motor. In this hybrid vehicle, the intake side variable power transmission element and the exhaust side variable power are adjusted so that the rotation speed of the compressor impeller and the rotation speed of the turbine impeller become rotation speeds corresponding to the state of charge of the battery and the power consumption of the vehicle, respectively. By controlling the transmission element, the amount of power generation of the supercharger motor is made appropriate.

JP, 2013-238141, A

  By the way, in a hybrid vehicle including an engine, an electric supercharger, first and second motors, a planetary gear, and a battery, in general, when an abnormality occurs that prevents the second motor from operating, Evacuation travel is performed in which the vehicle travels with power from the engine and the first motor without using power. In such evacuation traveling, since the first motor functions as a generator, the battery may be charged and the power storage ratio of the battery may increase, resulting in overcharging. Therefore, it is recognized that consuming electric power of the battery during the evacuation traveling is an important issue. A hybrid vehicle including an electric supercharger including a compressor impeller and a supercharger motor, which does not have a turbine impeller, an intake-side variable power transmission element, or an exhaust-side variable power transmission element It has been recognized as an important issue to consume battery power during evacuation travel.

  The hybrid vehicle of the present invention is mainly intended to consume the electric power of the battery during the evacuation traveling.

  The hybrid vehicle of the present invention adopts the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention is
An engine having an intake pipe,
An electric supercharger having a compressor impeller arranged in the intake pipe, and a supercharge motor having a rotary shaft connected to the compressor impeller,
A first motor,
A planetary gear in which three rotary elements are connected to three shafts of an output shaft of the engine, a rotary shaft of the first motor, and a drive shaft connected to an axle,
A second motor connected to the drive shaft;
A battery that exchanges electric power with the supercharging motor and the first and second motors;
A hybrid vehicle comprising:
When it is detected that a predetermined abnormality in which the second motor cannot operate is generated, retreat traveling is performed in which the engine and the first motor are used to drive the vehicle without using the power from the second motor. , The engine, the supercharging motor, and the first motor such that the electric power of the battery is consumed by the supercharging motor while outputting a torque in a direction opposite to the direction of supercharging intake air from the supercharging motor. Control means for controlling and
The main point is to provide.

  In this hybrid vehicle of the present invention, when it is detected that a predetermined abnormality in which the second motor cannot operate is detected, evacuation traveling in which the power from the engine and the first motor is used without using the power from the second motor. And the torque in the direction opposite to the direction of supercharging the intake air is output from the supercharging motor, the engine, the supercharging motor, and the first motor are connected so that the supercharging motor consumes the battery power. Control. Thereby, the electric power of the battery can be consumed by the supercharging motor while suppressing the supercharging of the intake air. Here, the predetermined abnormality is not limited to the abnormality of the second motor, and includes abnormality of peripheral parts such as an inverter that drives the second motor.

  In such a hybrid vehicle of the present invention, the control means sets a torque in a direction opposite to a direction in which the intake air is supercharged to a torque command of the supercharging motor, and an excessive demagnetizing field is applied to the set torque command. The current value, which is the square root of the sum of the square of the current command for the d-axis and the square of the current command for the q-axis, is maximized within the range that does not cause a large demagnetization of the feed motor. A current phase and a current value are set as a target current phase and a target current value, and the d-axis and q-axis current commands are set using the set target current phase and the target current value, and the set d-axis and q-axis are set. The supercharging motor may be controlled using a current command of the shaft. This makes it possible to increase the power consumption of the supercharging motor while suppressing demagnetization due to the demagnetizing field.

  Further, in the hybrid vehicle of the present invention, the control means, when it is detected that the predetermined abnormality has occurred, performs the evacuation traveling when the electricity storage ratio of the battery is equal to or more than a predetermined ratio, and The engine, the supercharging motor, and the first motor are arranged so that the supercharging motor consumes the electric power of the battery while outputting torque in a direction opposite to the direction of supercharging intake air from the supercharging motor. May be controlled. With this configuration, it is possible to prevent the supercharging motor from consuming the electric power of the battery when the charge ratio of the battery is less than the predetermined ratio. Here, the “charge ratio” is the ratio of the capacity of the electric power that can be discharged from the battery to the total capacity of the battery.

  Further, in the hybrid vehicle of the present invention, the control means, when the occurrence of the predetermined abnormality is detected, when the temperature of the coil winding of the supercharge motor exceeds a predetermined temperature, the supercharge motor The engine and the first motor may be controlled so that the evacuation traveling is performed without driving the engine. With this configuration, it is possible to prevent the temperature of the coil winding of the supercharging motor from further increasing during the evacuation traveling.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 as an Example of this invention. It is a block diagram which shows the outline of the engine 22. 7 is a flowchart showing an example of a processing routine during a retreat traveling executed by the HVECU 70 of the embodiment. It is explanatory drawing which shows an example of the relationship of the current phase and torque in a supercharger motor. It is a block diagram which shows the outline of the engine 222 mounted in the hybrid vehicle of a modification.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown, the hybrid vehicle 20 of the embodiment includes an engine 22, a supercharger 29, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as a hybrid electronic control unit). , "HVECU") 70.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil, or the like as fuel. FIG. 2 is a configuration diagram showing an outline of the engine 22. As shown in the figure, the engine 22 sucks the air cleaned by the air cleaner 122 into the intake pipe 125, passes the throttle valve 124 arranged in the intake pipe 125, and is downstream of the throttle valve 124 in the intake pipe 125. The fuel is injected from the fuel injection valve 126 to mix the air and the fuel, and the mixture is sucked into the combustion chamber 129 via the intake valve 128. Then, the sucked air-fuel mixture is explosively burned by electric sparks from the ignition plug 130, and the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotary motion of the crankshaft 26. The exhaust gas discharged from the combustion chamber 129 through the exhaust valve 131 into the exhaust pipe 133 is a purification catalyst (three-dimensional catalyst for purifying harmful components of carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). It is discharged to the outside air via a purifying device 134 having a former catalyst.

  The supercharger 29 is arranged in the intake pipe 125 upstream of the throttle valve 124 (between the air cleaner 122 and the throttle valve 124). The supercharger 29 includes a compressor impeller 171 arranged in the intake pipe 125, and a supercharge motor 172 that rotates the compressor impeller 171. The supercharger 29 supercharges by rotating the compressor impeller 171 by the supercharge motor 172.

  The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24. Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. ..

  As shown in FIG. 2, signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via an input port. The signals input to the engine ECU 24 include the crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26, the cooling water temperature Tw from the water temperature sensor 142 that detects the temperature of the cooling water of the engine 22, and the intake valve. Cam angles θci and θco from a cam position sensor 144 that detects the rotational position of the intake camshaft that opens and closes 128 and the rotational position of the exhaust camshaft that opens and closes the exhaust valve 131, and the position of the throttle valve 124 provided in the intake pipe 125. Throttle opening TH from a throttle valve position sensor 146, intake air amount Qa from an air flow meter 148 attached to the intake pipe 125, intake air temperature Ta from a temperature sensor 149 attached to the intake pipe 125, intake pipe The intake pressure Pin from the intake pressure sensor 158 that detects the pressure in 125, the catalyst temperature Tc from the temperature sensor that detects the temperature of the purification catalyst of the purification device 134, the air-fuel ratio AF from the air-fuel ratio sensor 135a, and the oxygen sensor 135b. Coil temperature Tcoil from a temperature sensor 172a that detects the temperature of the coil winding of the supercharge motor 172.

  Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via the output port. The signals output from the engine ECU 24 include a drive control signal for a throttle motor 136 that adjusts the position of the throttle valve 124, a drive control signal for a fuel injection valve 126, and a drive control for an ignition coil 138 integrated with an igniter. Examples thereof include a signal and a drive control signal to the supercharge motor 172 that drives the compressor impeller 171 of the supercharger 29.

  The engine ECU 24 is connected to the HVECU 70 via a communication port, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data regarding the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the rotation speed of the crankshaft 26, that is, the rotation speed Ne of the engine 22, based on the crank angle θcr from the crank position sensor 140.

  As shown in FIG. 1, the planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of the planetary gear 30 is connected to the rotor of the motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is connected to the drive wheels 39a and 39b via a differential gear 38. The crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and the rotor is connected to the drive shaft 36. The inverters 41 and 42 are connected to the battery 50 by a power line 54. The motors MG1 and MG2 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by an electronic control unit for motor (hereinafter referred to as “motor ECU”) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port. ..

  Signals from various sensors necessary for driving and controlling the motors MG1 and MG2 are input to the motor ECU 40 via an input port. The signals input to the motor ECU 40 include rotational position θm1 and θm2 from rotational position detection sensors that detect rotational positions of rotors of the motors MG1 and MG2, and current sensors that detect currents flowing in respective phases of the motors MG1 and MG2. , And the like.

  From the motor ECU 40, switching control signals to switching elements (not shown) of the inverters 41 and 42 are output via output ports.

  The motor ECU 40 is connected to the HVECU 70 via a communication port, drives and controls the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data regarding the driving states of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 calculates the rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotation positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotation position detection sensor.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery, and is connected to the inverters 41 and 42 by a power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. ..

  Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via an input port. The signals input to the battery ECU 52 are the battery voltage Vb from the voltage sensor installed between the terminals of the battery 50, the battery current Ib from the current sensor installed at the output terminal of the battery 50, and the battery 50 attached to the battery 50. The battery temperature Tb from the temperature sensor can be mentioned.

  The battery ECU 52 is connected to the HVECU 70 via a communication port, and outputs data regarding the state of the battery 50 to the HVECU 70 as necessary. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor. The charge ratio SOC is the ratio of the capacity of the electric power that can be discharged from the battery 50 to the total capacity of the battery 50.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port.

  Signals from various sensors are input to the HVECU 70 via input ports. The signals input to the HVECU 70 include an ignition signal from the ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operating position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. From the accelerator opening Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like.

  As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  The hybrid vehicle 20 of the embodiment thus configured travels in any one of a plurality of travel modes including a hybrid travel (HV travel) mode and an electric travel (EV travel) mode. Here, the HV traveling mode is a mode in which the engine 22 is driven while traveling with the power from the engine 22 and the power from the motors MG1 and MG2. The EV travel mode is a mode in which the vehicle travels by the power from the motor MG2 without operating the engine 22.

  When traveling in the HV traveling mode, the HVECU 70 sets the required torque Tr * required for traveling based on the accelerator opening Acc and the vehicle speed V, and sets the required torque Tr * to the rotational speed Nr (of the drive shaft 36). For example, the traveling speed Pdrv * required for traveling is calculated by multiplying the rotational speed Nm2 of the motor MG2 and the rotational speed obtained by multiplying the vehicle speed V by a conversion coefficient), and the driving power Pdrv * of the battery 50 is calculated from the calculated traveling power Pdrv *. The required power Pe * required for the vehicle is set by subtracting the charge / discharge required power Pb * of the battery 50 (negative value when the battery 50 is charged) based on the power storage ratio SOC. Then, the target power Pe * is output from the engine 22 and the target torque Tr * is output to the drive shaft 36 so that the target rotational speed Ne * of the engine 22 and the target torque Te *, and the torque command Tm1 * of the motors MG1 and MG2. , Tm2 * are set, intake air amount control, fuel injection control, ignition control, etc. of the engine 22 are performed so that the engine 22 is operated by the target rotation speed Ne * and the target torque Te *, and the motors MG1, MG2 generate torque. Switching control of the switching elements of the inverters 41 and 42 is performed so that they are driven by the commands Tm1 * and Tm2 *. When traveling in the HV traveling mode, when the stop condition of the engine 22 is satisfied, such as when the required power Pe * has become less than the stop threshold Pstop, the operation of the engine 22 is stopped and traveling in the EV traveling mode is performed. Transition.

  When traveling in the EV traveling mode, the HVECU 70 sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, sets the torque command Tm1 * of the motor MG1 to the value 0, and drives the required torque Tr *. The torque command Tm2 * of the motor MG2 is set so as to be output to the shaft 36, and switching control of the switching elements of the inverters 41 and 42 is performed so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. When the vehicle is running in the EV running mode, the engine 22 is started when the starting condition of the engine 22 is satisfied, such as when the required power Pe * calculated as in the case of running in the HV running mode reaches or exceeds the starting threshold value Pstart. Then, the vehicle moves to the HV traveling mode.

  In the hybrid vehicle 20 of the embodiment, the current value of the rotational position detection sensor that detects the rotational position of the rotor of the motor MG2 and the current sensor that detects the current flowing in each phase of the motor MG2 is far from the normal value. When an abnormality in which the motor MG2 cannot be operated is detected, for example, the control of the motor MG2 is stopped and the evacuation traveling mode in which the vehicle is traveling with the power from the engine 22 and the motor MG1 without using the power from the motor MG2. To run. When traveling in the escape traveling mode, the HVECU 70 sets the required torque Tr * and outputs the set required torque Tr * to the drive shaft 36 as in the case of traveling in the HV traveling mode described above. Target speed Ne *, target torque Te *, and torque command Tm1 * of the motor MG1 are set, and the intake air amount control of the engine 22 is performed so that the engine 22 is driven by the target speed Ne * and the target torque Te *. Fuel injection control, ignition control, etc. are performed to perform switching control of the switching element of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 *. At the time of traveling in the escape traveling mode, the torque Te from the engine 22 is received by the torque Tm1 of the motor MG1, so that torque (-Tm1 / ρ, ρ is the gear ratio of the planetary gear 30) as a reaction force is applied to the drive shaft 36. Since it is output, the vehicle travels by the torque as the reaction force. At this time, the motor MG1 functions as a generator.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the vehicle runs in a retracted manner will be described. FIG. 3 is a flowchart showing an example of the evacuation travel process routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed when an evacuation traveling is being executed due to an abnormality in which the motor MG2 cannot be operated.

  When this routine is executed, the HVECU 70 executes a process of inputting data necessary for control such as the charge ratio SOC, the coil temperature Tcoil, and the intake air amount Qa (step S100). As the storage ratio SOC, the one calculated by the battery ECU 52 is input by communication. As the coil temperature Tcoil, the one detected by the temperature sensor 172a is input by communication via the engine ECU 24. As the intake air amount Qa, what is detected by the air flow meter 148 is input through communication via the engine ECU 24.

  When the storage ratio SOC is input in this manner, it is determined whether the storage ratio SOC is larger than a predetermined ratio SOCref (step S110). The predetermined ratio SOCref is a threshold for determining whether or not the increase in the storage ratio SOC should be suppressed, and is set to, for example, 65%, 70%, 75% or the like.

  When the power storage ratio SOC is less than or equal to the predetermined value SOCref, it is determined that it is not necessary to suppress the increase in the power storage ratio SOC of the battery 50, and this routine ends.

  When the charge ratio SOC exceeds the predetermined value SOCref, it is determined that the increase in the charge ratio SOC of the battery 50 should be suppressed, and subsequently it is determined whether the coil temperature Tcoil is equal to or lower than the predetermined temperature Tref ( Step S120). The predetermined temperature Tref is a threshold value for determining whether or not the supercharging motor 172 can be driven.

  When the coil temperature Tcil exceeds the predetermined temperature Tref, it is determined that the supercharging motor 172 should not be driven, and this routine ends.

  When the coil temperature Tcoil is lower than the predetermined temperature Tref, it is determined that the supercharging motor 172 can be driven, and the torque command Tq * of the supercharging motor 172 is set based on the intake air amount Qa (step S130). .. The torque command Tq * is a torque that suppresses the rotation of the compressor impeller 171 due to the flow of intake air, that is, a torque in the direction opposite to the direction of supercharging the intake air, while suppressing the rotation of the compressor impeller 171 and The torque for sufficiently feeding the intake air is set so that the larger the intake air amount Qa, the larger the torque in the direction opposite to the direction of supercharging the intake air.

  Subsequently, the current value Ip and the current phase θp for driving and controlling the supercharging motor 172 are set using the d-axis and q-axis current commands Id * and Iq based on the torque command Tq *, and the set current value is set. Ip and the current phase θp are transmitted to the engine ECU 24 (step S140), and this routine is ended. The current value Ip is the square root of the sum of the square of the d-axis current command Id * and the square of the q-axis current command Iq *. The current phase θp is an angle with respect to the q-axis of a vector having the d-axis and q-axis current commands Id * and Iq * as components of the d-axis and the q-axis. Details of setting the current value Ip and the current phase θp will be described later. Upon receiving the current value Ip and the current phase θp, the engine ECU 24 sets the d-axis and q-axis current commands Id * and Iq * using the current value Ip and the current phase θp, and the U-phase of the supercharge motor 172. , V-phase, W-phase current sum is 0, using the electrical angle θe of the supercharge motor 172, U-phase, V-phase current Iu, Iv d-axis, q-axis current Id, Coordinate conversion to Iq (three-phase two-phase conversion). Then, the d-axis and q-axis voltage commands Vd * and Vq * are calculated based on the differences ΔId and ΔIq between the d-axis and q-axis current commands Id * and Iq * and the currents Id and Iq. Next, using the electrical angle θe, the d-axis and q-axis voltage commands Vd *, Vq * are coordinate-converted into U-phase, V-phase, W-phase voltage commands Vu *, Vv *, Vw * (two-phase three-phase). Phase conversion), the voltage commands Vu *, Vv *, Vw * are converted into a PWM signal, and the supercharge motor 172 is controlled using this PWM signal. As described above, by driving the supercharging motor 172 with the torque command Tq *, the supercharging motor 172 can consume the electric power of the battery 50 without increasing the supercharging pressure.

  Here, the setting of the current value Ip and the current phase θp will be described. FIG. 4 is an explanatory diagram showing an example of the relationship between the torque command Tq *, the current value Ip, and the current phase θp. In the figure, each solid line shows the relationship between the current phase θp and the torque command Tq * for the same current value Ip. “O” is a point determined in advance by experiments or analysis as a point where a large demagnetization does not occur in the supercharging motor due to a demagnetizing field among points determined by the torque command Tq *, the current value Ip and the current phase θp. One example is illustrated, and “×” is a point determined by the torque command Tq *, the current value Ip, and the current phase θp as a point where a large demagnetization occurs in the supercharging motor 172 due to the demagnetizing field. An example of the points defined in 1. is shown. In the embodiment, with respect to the set torque command Tq *, the current phase at which the current value becomes the maximum value and the current value at that time are set to the current phase θp and the current phase within a range in which large demagnetization does not occur in the supercharging motor 172. It is set as a value Ip (for example, point A in the figure). By setting the current value Ip and the current phase Ip in this manner, the current phase θp and the current value Ip are set without considering demagnetization and the magnitude of the current value (for example, point B in the figure). Power consumption can be further increased while suppressing demagnetization of the supercharging motor 172. When traveling in the escape traveling mode, the motor MG1 functions as a generator as described above. However, by increasing the power consumption of the supercharging motor 172, the charging of the battery 50 is suppressed or avoided. Therefore, it is possible to suppress an increase in the storage ratio SOC of the battery 50.

  According to the hybrid vehicle 20 of the embodiment described above, when it is detected that an abnormality that the motor MG2 cannot operate is detected, the evacuation is performed by using the power from the engine 22 and the motor MG1 without using the power from the motor MG2. The engine 22 and the supercharging motor 172 are controlled so that the electric power of the battery 50 is consumed by the supercharging motor 172 while running the vehicle and outputting the torque in the direction opposite to the direction of supercharging the intake air from the supercharging motor 172. The electric power of the battery 50 can be consumed by controlling the motor MG1 and the motor MG1.

  According to the hybrid vehicle 20 of the embodiment, the supercharging of the intake air is suppressed by outputting the torque in the opposite direction to the direction of supercharging the intake air from the supercharging motor 172. In a hybrid vehicle equipped with an engine having a configuration different from that of the engine 22, the control for outputting torque from the supercharging motor 172 in the direction opposite to the direction for supercharging intake air and the other control are combined to pass through the compressor impeller 171. The amount of air to be used may be further increased.

  FIG. 5: is a block diagram which shows an example of a structure of the engine 222 mounted in the hybrid vehicle of a modification. The engine 222 of the modified example has the configuration of the engine 22 of the embodiment except that an exhaust gas recirculation device (hereinafter referred to as “EGR (Exhaust Gas Recirculation) device”) 260 and a bypass pipe 270 are provided. It has the same configuration. Therefore, the same components as those of the engine 22 are designated by the same reference numerals as those of the engine 22, and detailed description thereof will be omitted.

  The EGR device 260 includes an EGR pipe 261, an EGR valve 263 as an exhaust gas recirculation valve, and an EGR motor 264. The EGR pipe 261 connects the exhaust pipe 133 upstream of the purifier 134 and the surge tank 125a of the intake pipe 125 downstream of the throttle valve 124. The EGR valve 263 is arranged in the EGR pipe 261 and is configured to be able to switch whether the exhaust pipe 133 and the intake pipe 125 are connected or disconnected. The EGR motor 264 adjusts the opening degree of the EGR valve 263. The EGR device 260 adjusts the opening degree of the EGR valve 263 by the EGR motor 264 to adjust the recirculation amount of the exhaust gas in the exhaust pipe 133 and recirculate it to the intake pipe 125. The engine 222 can thus suck the mixture of air, exhaust gas, and gasoline into the combustion chamber 129. The EGR motor 264 is controlled by the engine ECU 24.

  The bypass pipe 270 connects the upstream side of the compressor impeller 171 of the intake pipe 125 and the downstream side (upstream of the throttle valve 124). A bypass valve 272 is arranged in the bypass pipe 270, and it is configured to be able to switch whether the upstream side and the downstream side of the intake pipe 125 are connected or blocked via the bypass pipe 270. The opening of the bypass valve 272 is adjusted by the bypass valve motor 274. The bypass valve motor 274 is controlled by the engine ECU 24.

  In the hybrid vehicle of the modified example, when it is detected that an abnormality that cannot operate the motor MG2 is detected, the vehicle runs retreat and outputs torque from the supercharging motor 172 in a direction opposite to the direction of supercharging intake air. , The engine 22, the supercharge motor 172, and the motor MG1 are controlled so that the electric power of the battery 50 is consumed by the supercharge motor 172, and the EGR motor 264 is controlled so that the EGR valve 263 is fully closed, The bypass valve motor 274 is controlled so that the bypass valve 272 is fully closed. By fully closing the EGR valve 263 and the bypass valve 272, the amount of air passing through the compressor impeller 171 becomes smaller, so that the supercharging of intake air becomes smaller and the torque output from the engine 22 increases. Thus, it is possible to suppress an increase in the electric power generated by the motor MG1 due to an increase in the torque Tm1 of the motor MG1.

  The engine 222 of the hybrid vehicle of the modified example includes the EGR device 260 and the bypass pipe 270. However, since the engine 222 may include at least one of the EGR device 260 and the bypass pipe 270, for example, the bypass pipe 270 is used. The EGR device 260 may be provided instead.

  In the hybrid vehicle of the embodiment and the hybrid vehicle of the modified example, the determinations in steps S110 and S120 are performed, but only one of the determinations in steps S110 and S120 may be performed, or the determinations in steps S110 and S120. Instead of performing step S100, the processing in step S130 and subsequent steps may be performed after the processing in step S100.

  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 will be described. In the embodiment, the engine 22 corresponds to the “engine”, the supercharger 29 corresponds to the “electric supercharger”, the motor MG1 corresponds to the “first motor”, and the planetary gear 30 corresponds to the “planetary gear”. The motor MG2 corresponds to the “second motor”, the battery 50 corresponds to the “battery”, and the combination of the engine ECU 24, the motor EUC40, and the HVECU 70 corresponds to the “control means”.

  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 section of means for solving the problem. This is an example for specifically explaining the mode for carrying out the invention, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problem should be made based on the description in that column, and the embodiment is the invention of the invention described in the column of means for solving the problem. This is just a specific example.

  Although the embodiments for carrying out the present invention have been described above with reference to the embodiments, the present invention is not limited to these embodiments, and various embodiments are possible within the scope not departing from the gist of the present invention. Of course, it can be implemented.

  INDUSTRIAL APPLICABILITY The present invention can be used in the hybrid vehicle manufacturing industry and the like.

  20 hybrid vehicle, 22,222 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 29 supercharger, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 Electronic control unit for motor (motor ECU), 41, 42 Inverter, 50 battery, 52 Electronic control unit for battery (battery ECU), 54 Power line, 70 Electronic control unit for hybrid (HVECU), 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, 122 air cleaner, 124 throttle valve, 125 intake pipe, 125a surge tank, 126 fuel injection valve, 128 intake valve, 129 combustion chamber, 130 spark plug, 131 exhaust valve, 132 piston, 133 exhaust pipe, 134 purification device, 135a air-fuel ratio sensor, 135b oxygen sensor, 136 throttle motor, 138 ignition coil, 140 crank position sensor, 142 Water temperature sensor, 144 cam position sensor, 146 throttle valve position sensor, 148 air flow meter, 149,172a temperature sensor, 158 intake pressure sensor, 171 compressor impeller, 172 supercharge motor, 260 exhaust gas recirculation (EGR) device, 261 EGR pipe 263 EGR valve, 264 EGR motor, 270 bypass pipe, 272 bypass valve, 274 bypass valve motor, MG1, MG2 motor.

Claims (1)

An engine having an intake pipe,
An electric supercharger having a compressor impeller arranged in the intake pipe, and a supercharge motor having a rotary shaft connected to the compressor impeller,
A first motor,
A planetary gear in which three rotary elements are connected to three shafts of an output shaft of the engine, a rotary shaft of the first motor, and a drive shaft connected to an axle,
A second motor connected to the drive shaft;
A battery that exchanges electric power with the supercharging motor and the first and second motors;
A hybrid vehicle comprising:
When it is detected that a predetermined abnormality in which the second motor cannot operate is generated, retreat traveling is performed in which the engine and the first motor are used to drive the vehicle without using the power from the second motor. , The engine, the supercharging motor, and the first motor such that the electric power of the battery is consumed by the supercharging motor while outputting a torque in a direction opposite to the direction of supercharging intake air from the supercharging motor. Control means for controlling and
Equipped with
When the control means detects that the predetermined abnormality has occurred, and the temperature of the coil winding of the supercharging motor exceeds a predetermined temperature, without driving the supercharging motor, A hybrid vehicle that controls the engine and the first motor so as to execute the evacuation travel .

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