JP6747175B2 - Hybrid car - Google Patents

Description

The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle in which an engine, a drive shaft to which a first motor and a second motor are connected, is connected to three rotating elements of a planetary gear mechanism.

Conventionally, as this type of hybrid vehicle, a hybrid vehicle in which an engine, a drive shaft to which a first motor and a second motor are connected is connected to three rotating elements of a planetary gear mechanism, and a shift position is a reverse position. There is a proposal to start the engine when a step is detected when the engine is not started (for example, refer to Patent Document 1). In this hybrid vehicle, the engine is pre-started before attempting to climb over a step when traveling in reverse, so that the driver does not feel discomfort due to the engine starting.

Further, there is proposed an engine equipped with a forward/reverse switching device capable of driving a crankshaft in a forward rotation direction and a reverse rotation direction (for example, refer to Patent Document 2). The forward/reverse switching device switches a valve cam for an intake valve and a valve cam for an exhaust valve between a forward rotation position and a reverse rotation position with respect to a cam shaft on a cam shaft rotatably mounted on a cylinder head. The phase of the valve cam is switched between forward rotation and reverse rotation of the crankshaft. As a result, the forward rotation side torque and the reverse rotation side torque can be freely output.

JP, 2013-166415, A JP 2005-2812A

In a hybrid vehicle in which an engine, a drive shaft to which the first motor and the second motor are connected is connected to three rotating elements of the planetary gear mechanism, the torque from the engine acts in the forward direction, and therefore the reverse running causes the engine to travel. It is performed by torque from the second motor in the stopped state. Therefore, when the required torque required for reverse running exceeds the maximum allowable torque of the second motor, the required torque cannot be output.

A hybrid vehicle of the present invention is a hybrid vehicle in which an engine, a drive shaft to which a first motor and a second motor are connected is connected to three rotating elements of a planetary gear mechanism, and the hybrid vehicle can travel with a required torque even during reverse traveling. The main purpose is.

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 capable of forward rotation drive and reverse rotation drive,
A first motor,
A planetary gear mechanism in which a rotating shaft of the first motor, an output shaft of the engine, and a drive shaft to which drive wheels are connected are sequentially connected to three rotating elements arranged in order in an alignment chart,
A second motor having a rotating shaft connected to the drive shaft so as to output power;
A battery for exchanging electric power with the first motor and the second motor;
A control device for driving and controlling the engine, the first motor, and the second motor;
A hybrid vehicle comprising:
When the required torque required for traveling during reverse traveling exceeds the allowable maximum torque of the second motor, the control device drives the engine in reverse to perform reverse traveling using reverse rotational torque from the engine. To control the engine, the first motor, and the second motor,
It is characterized by

The hybrid vehicle of the present invention is provided with an engine capable of normal rotation driving and reverse rotation driving, and reversely rotates the engine when the required torque required for traveling during reverse traveling exceeds the maximum allowable torque of the second motor. The engine, the first motor, and the second motor are controlled so that the engine is driven and the vehicle reversely travels using the reverse rotation torque from the engine. As a result, the vehicle can travel with the required torque even in reverse travel.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 as one Example of this invention. It is a block diagram which shows the outline of a structure of the engine 22. It is explanatory drawing which shows the mode of operation|movement of the engine 22 when outputting a power to a normal rotation direction, and the mode of operation of the engine 22 when outputting a power to a reverse rotation direction. It is explanatory drawing which shows an example of the control routine performed by HVECU70 of an Example. FIG. 6 is an explanatory diagram showing an example of an alignment chart showing a dynamic relationship between the rotational speed and the torque in the rotating element of the planetary gear 30 when the engine 22 is driven in the reverse rotation direction while traveling in reverse. FIG. 5 is an explanatory diagram showing an example of how the hybrid vehicle 20 of the embodiment changes with time during reverse traveling.

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

FIG. 1 is a schematic diagram showing a schematic configuration of a hybrid vehicle 20 as an embodiment of the present invention, and FIG. 2 is a schematic diagram showing a schematic configuration of an engine 22. As illustrated, the hybrid vehicle 20 of the embodiment includes an engine 22, 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 "HVECU"). And 70.

The engine 22 is configured as a four-cycle engine having strokes of intake, compression, explosion (combustion), and exhaust, and an engine electronic control unit (hereinafter referred to as an engine ECU) 24 controls fuel injection, ignition, and intake. It is under operation control such as air amount adjustment control. As shown in FIG. 2, the engine 22 sucks the air cleaned by the air cleaner 122 through the throttle valve 124 and injects the gasoline from the fuel injection valve 126, and mixes the sucked air with the gasoline. Then, this mixture is sucked into the combustion chamber 129 via the intake valve 128a. The sucked air-fuel mixture is explosively burned by an electric spark from the spark plug 130, and the engine 22 converts the reciprocating motion of the piston 132 pushed down by the energy into the rotary motion of the crankshaft 26. Exhaust gas from the engine 22 is sent to an exhaust pipe 133 through an exhaust valve 128b, and then a purification catalyst (which purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) ( It is discharged to the outside air through a purifying device 134 having a three-way catalyst).

The intake valve 128a and the exhaust valve 128b are opened and closed by a valve mechanism 137. The valve mechanism 137 includes an intake cam 138a, an exhaust cam 138b, an intake side variable valve timing mechanism 139a, and an exhaust side variable valve timing mechanism 139b.

The intake cam 138a is attached to the intake cam shaft and rotates by the rotation of the intake cam shaft to open and close the intake valve 128a (intake port). The exhaust cam 138b is attached to the exhaust cam shaft and rotates by the rotation of the exhaust cam shaft to open and close the exhaust valve 128b (exhaust port). The intake camshaft and the exhaust camshaft rotate once while the rotation of the crankshaft 26 is transmitted through a timing chain or timing belt (not shown), and the crankshaft 26 makes one rotation while rotating twice.

The intake side variable valve timing mechanism 139a changes the opening/closing timing of the intake valve 128a by changing the phase of the intake cam 138a with respect to the intake camshaft or switching between two types of cams having different phases. Similarly, the exhaust side variable valve timing mechanism 139b changes the opening/closing timing of the exhaust valve 128b by changing the phase of the exhaust cam 138b with respect to the exhaust cam shaft or switching between two types of cams having different phases. To do. The intake side variable valve timing mechanism 139a and the exhaust side variable valve timing mechanism 139b can adopt the configuration described in, for example, JP-A-2005-2812.

The ignition plug 130 generates an electric spark by outputting a drive signal to an ignition coil integrated with an igniter.

The engine 22 of the present embodiment can output power in both forward and reverse rotation directions by changing the phases of the intake cam 138a and the exhaust cam 138b and the ignition timing of the spark plug 130. FIG. 3 is an explanatory diagram showing an operating state of the engine 22 when outputting power in the forward rotation direction and an operating state of the engine 22 when outputting power in the reverse rotation direction. The engine 22 is a four-cycle engine, and when the engine 22 rotates in the normal direction, as illustrated, the piston 132 descends in the intake stroke, rises in the compression stroke, descends in the explosion stroke, and rises in the exhaust stroke. The intake valve 128a has an opening/closing timing set to open immediately before the intake stroke, the exhaust valve 128b has an opening/closing timing set to open immediately before the exhaust stroke, and the spark plug 130 has a spark plug 130 of the explosion stroke. The ignition timing is set so that the ignition is performed immediately before. On the other hand, when the engine 22 rotates in the reverse direction, the piston 132 moves up and down as opposed to the case where the engine 22 rotates in the normal direction, as illustrated. Therefore, when the engine 22 rotates in the reverse direction, the exhaust stroke, the explosion stroke, the compression stroke, and the intake stroke when the engine 22 rotates in the normal rotation are the intake stroke, the compression stroke, the explosion stroke, and the exhaust stroke, respectively. The opening/closing timing of the intake valve 128a, the opening/closing timing of the exhaust valve 128b, and the ignition timing of the spark plug 130 are changed. As a result, regardless of whether the engine 22 rotates in the forward rotation direction or the reverse rotation direction, the engine 22 can be operated under load at the optimum opening/closing timing and ignition timing.

Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU 24a, and includes a CPU 24a, a ROM 24b for storing a processing program, a RAM 24c for temporarily storing data, an input/output port, and a communication port. .. Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via input ports. The signals from the various sensors include, for example, the crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26 of the engine 22, and the cooling water temperature from the water temperature sensor 142 that detects the temperature of the cooling water of the engine 22. Can be mentioned. Further, the cam position from the cam position sensors 144a and 144b for respectively detecting the rotational positions of the intake cam 138a (intake cam shaft) and the exhaust cam 138b (exhaust cam shaft) and the throttle position sensor 146 for detecting the position of the throttle valve 124. And the intake air amount from the vacuum sensor 148 that detects the intake air amount as the load of the engine 22. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through the output port. Examples of various control signals include a drive signal for the throttle motor 136 that adjusts the position of the throttle valve 124 and a drive signal for the fuel injection valve 126. Further, a control signal to the spark plug 130 (ignition coil), a control signal to the intake side variable valve timing mechanism 139a and an exhaust side variable valve timing mechanism 139b, and the like can be given. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 140.

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 38a and 38b via a differential gear 37. 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 via the reduction gear 35. Inverters 41 and 42 are connected to motors MG1 and MG2, and are also connected to battery 50 via power line 54. The motors MG1 and MG2 are rotationally driven by a plurality of switching elements (not shown) of the inverters 41 and 42 being switching-controlled by a motor electronic control unit (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. .. The motor ECU 40 has signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 from rotational position detection sensors 43 and 44 that detect rotational positions of rotors of the motors MG1 and MG2. , Θm2, the temperature tm2 of the motor MG2 from the temperature sensor 45 that detects the temperature of the motor MG2, and the like are input via the input port. From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. Motor ECU 40 calculates rotational speeds Nm1 and Nm2 of motors MG1 and MG2 based on rotational positions θm1 and θm2 of rotors of motors MG1 and MG2 from rotational position detection sensors 43 and 44.

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 via 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 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 managing the battery 50 are input to the battery ECU 52 via an input port. The signals input to the battery ECU 52 include, for example, the battery voltage Vb from the voltage sensor 51a installed between the terminals of the battery 50, the battery current Ib from the current sensor 51b installed at the output terminal of the battery 50, and the battery 50. The battery temperature Tb from the temperature sensor 51c attached to can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 outputs data regarding the state of the battery 50 to the HVECU 70 as needed. The battery ECU 52 calculates the charge/discharge power Pb as the product of the battery voltage Vb from the voltage sensor 51a and the battery current Ib from the current sensor 51b. The battery ECU 52 calculates the charge ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. 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. Further, the battery ECU 52 calculates the input/output limits Win and Wout based on the calculated charge ratio SOC and the battery temperature Tb from the temperature sensor. The input/output limits Win and Wout are maximum allowable electric power with which the battery 50 may be charged and discharged.

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. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81. Further, the accelerator pedal position Acc from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, and the vehicle speed sensor 88 from the vehicle speed sensor 88. The vehicle speed V can also be mentioned. Here, the shift position SP includes a parking position (P position), a reverse position (R position), a neutral position (N position), a forward position (D position), 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.

The hybrid vehicle 20 of the embodiment configured in this manner travels in a hybrid travel (HV travel) mode or an electric travel (EV travel) mode. Here, the HV traveling mode is a mode in which the vehicle is traveling with the operation of the engine 22, and the EV traveling mode is a mode in which the vehicle is traveling without the operation of the engine 22.

Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, especially the operation when the shift position SP is the R position will be described. FIG. 4 is an explanatory diagram showing an example of a control routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed every predetermined time (every few msec, for example).

When the control routine of FIG. 4 is executed, the HVECU 70 firstly determines the accelerator opening Acc from the accelerator position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the output limit Wout of the battery 50, the engine speed Ne of the engine 22, and the motor. Data necessary for traveling control such as the rotation speed Nm2 of MG2, the shift position SP from the shift position sensor 82, and the like are input (step S100). Here, as the output limit Wout of the battery 50, the one calculated by the battery ECU 52 is input by communication. The rotation speed Ne of the engine 22 is calculated by the engine ECU 24 and is input through communication. The rotation speed Nm2 of the motor MG2 is calculated by the motor ECU 40 and is input by communication.

When the data is thus input, it is determined whether the input shift position SP is the R position (step S110). When it is determined that the shift position SP is not the R position, it is determined whether or not the engine 22 is driven in reverse rotation (reverse rotation ON) (step S120), and it is determined that the engine 22 is driven in reverse rotation. At this time, the engine 22 is turned off (step S130), normal control is executed (step S140), and this routine is ended. The engine 22 is turned off when a control signal instructing to stop the engine 22 is transmitted to the engine ECU 24 and the engine ECU 24 stops fuel injection control, ignition control, etc. of the engine 22. The reverse rotation drive of the engine 22 will be described later. The normal control is drive control for traveling forward when the shift position SP is at the D position. Since this normal control does not form the core of the present invention, further explanation is omitted. When it is determined in step S120 that the engine 22 is not driven in the reverse rotation, normal control is executed (step S140), and this routine is ended.

When it is determined in step S110 that the shift position SP is the R position, the required torque Tp* (negative value) in the reverse traveling direction required for the drive shaft 36 is set based on the accelerator opening Acc and the vehicle speed V. (Step S150). Here, in the embodiment, the required torque Tp* is stored in a ROM (not shown) as a required torque setting map in which the relationship between the accelerator opening Acc, the vehicle speed V and the required torque Tp* is predetermined and stored. When the Acc and the vehicle speed V are given, the corresponding required torque Tp* is derived from the stored map and set. In the required torque setting map, the required torque Tp* is set such that the larger the accelerator opening Acc is, the more negative the absolute value thereof becomes, and the larger the vehicle speed V, the smaller the absolute value thereof becomes. And Then, the smaller of the absolute values of the rated torque Tm2rt in the reverse traveling direction based on the rotation speed Nm2 of the motor MG2 and the value obtained by dividing the output limit Wout of the battery 50 by the rotation speed Nm2 of the motor MG2 is given as a negative value. The allowable torque Tm2lim of the motor MG2 is set (step S160). Then, it is determined whether the absolute value of the allowable torque Tm2lim of the motor MG2 multiplied by the reduction ratio Gr of the reduction gear 35 is smaller than the absolute value of the required torque Tp* (step S170). This determination can be said to be determination of whether or not the torque output from the motor MG2 to the drive shaft 36 can cover the required torque Tp*. When it is determined that the required torque Tp* can be covered by the torque output from the motor MG2 to the drive shaft 36, the engine 22 is turned off while the engine 22 is operating (step S180). Here, the engine 22 is turned off by stopping the fuel injection control, the ignition control, etc. of the engine 22 as in step S130. Then, the torque command Tm1* of the motor MG1 is set to the value 0, and the torque command Tm2* of the motor MG2 is set to the required torque Tp* divided by the reduction ratio Gr (step S190), and the routine is finished. When the torque commands Tm1*, Tm2* of the motors MG1, MG2 are set in this manner, the torque commands Tm1*, Tm2* are transmitted to the motor ECU 40 at the same time as the setting, and the motor ECU 40 causes the torque commands Tm1*, Tm2 to be transmitted from the motors MG1, MG2. The switching elements of the inverters 41 and 42 are controlled so that the torque corresponding to * is output.

When it is determined in step S170 that the torque output from the motor MG2 to the drive shaft 36 cannot satisfy the required torque Tp*, the engine 22 is started in the reverse rotation direction to turn on the reverse rotation drive (step S200). ). Here, the engine 22 is started in the reverse rotation direction by transmitting a switching command from the HVECU 70 to the engine ECU 24 and the motor ECU 40 so as to switch the valve mechanism 137 from the forward rotation to the reverse rotation. The engine ECU 24 that has received this switching command switches the valve mechanism 137 from forward rotation to reverse rotation, and the engine MG24 is cranked in the reverse rotation direction by the motor MG1 driven by the motor ECU 40 that also received the switching command. The engine 22 is started in the reverse rotation direction by starting fuel injection control and ignition control when the absolute value of the rotation speed Ne of the engine 22 reaches a threshold value or more. When the motor MG1 cranks the engine 22 in the reverse rotation direction, torque in the forward direction is output to the drive shaft 36. The motor MG2 controls the motor MG2 so that the torque is canceled by the motor MG2.

When the reverse rotation drive of the engine 22 is turned on in this way, the torque insufficient for the required torque Tp* is covered by the torque output from the engine 22 to the drive shaft 36 by using the following equations (1) and (2). The target torque Te* and the target rotation speed Ne* of 22 are set (step S210). In Expression (1), “ρ” is the reduction ratio of the planetary gear 30 (the number of teeth of the sun gear/the number of teeth of the ring gear). In the formula (2), “Np” is the rotation speed (negative value) of the drive shaft 36, and is calculated by dividing the rotation speed Nm2 (negative value) of the motor MG2 by the reduction ratio Gr or the vehicle speed V( Negative value) was multiplied by the conversion factor for calculation. When the target torque Te* and the target rotation speed Ne* of the engine 22 are set, the target torque Te* and the target rotation speed Ne* of the engine 22 are transmitted to the engine ECU 24 at the same time as the setting. Intake air amount control and the like are executed so as to drive at Te* and the target rotation speed Ne*. Then, the allowable torque Tm2lim of the motor MG2 is set to the torque command Tm2* of the motor MG2, and the torque command of the motor MG1 is set so that the rotation speed Ne of the engine 22 becomes the target rotation speed Ne* by using the equation (3). Tm1* is set (step S220), and this routine ends. FIG. 5 is an explanatory diagram showing an example of an alignment chart showing a mechanical relationship between the rotational speed and the torque in the rotating element of the planetary gear 30 when the engine 22 is running in reverse while being driven in reverse. In the figure, the left S-axis indicates the rotation speed of the sun gear, which is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier, which is the rotation speed Ne of the engine 22, and the R-axis is the rotation speed Nm2 of the motor MG2. Represents the rotation speed Np of the ring gear (drive shaft 36) obtained by dividing by the gear ratio Gr of the reduction gear 35. Two thick line arrows on the R-axis are output from the motor MG1 and act on the drive shaft 36 via the planetary gear 30 (torque output from the engine 22 to the drive shaft 36) and output from the motor MG2. And the torque acting on the drive shaft 36 via the reduction gear 35. Expression (3) is a relational expression in feedback control for rotating the engine 22 at the target rotation speed Ne*. In Expression (3), the first term on the right side is the feedforward term, and the second term on the right side and the second term The third term is the proportional and integral terms of feedback. The first term on the right side can be easily derived by using an alignment chart. Further, “k1” of the second term on the right side is the gain of the proportional term, and “k2” of the third term on the right side is the gain of the integral term. As described above, when it is determined that the required torque Tp* cannot be covered by the torque output from the motor MG2 to the drive shaft 36 when the shift position SP is the R position, the allowable torque Tm2lim is output from the motor MG2. At the same time, by driving the engine 22 in the reverse rotation so that the torque output from the engine 22 to the drive shaft 36 covers the torque lacking in the required torque Tp*, the vehicle can travel with the required torque Tp* even during reverse traveling.

Te*=(Tp*-Tm2lim・Gr)・(1+ρ)(1)
Ne*=(Tp*・Np-Tm2lim・Nm2)/Te*(2)
Tm1*=-ρ・Te*/(1+ρ)+k1・(Ne*-Ne)+k2・∫(Ne*-Ne)dt (3)

FIG. 6 is an explanatory diagram showing an example of how the hybrid vehicle 20 of the embodiment changes with time during reverse traveling. When the shift position SP is set to the R position at time t1, the required torque Tp* is set to the creep torque, and the motor MG2 outputs the creep torque in the reverse traveling direction. When the accelerator pedal opening Acc increases due to the depression of the accelerator pedal 83 at time t2, the absolute value of the required torque Tp* increases in accordance with the accelerator pedal opening Acc, and the absolute value of the torque Tm2 of the motor MG2 increases, and the vehicle speed increases. The absolute value of V becomes large. The engine 22 starts in the reverse rotation direction at time t3 when the torque output from the motor MG2 to the drive shaft 36 cannot be covered by the required torque Tp* whose absolute value has increased due to the increase in the accelerator opening Acc. Then, the allowable torque Tm2lim is output from the motor MG2, and the engine 22 is driven in the reverse rotation so that the torque insufficient for the required torque Tp* is covered by the torque output from the engine 22 to the drive shaft 36. As a result, the vehicle can travel with the required torque Tp* even during reverse travel.

In the hybrid vehicle 20 of the embodiment described above, when it is determined that the torque output from the motor MG2 to the drive shaft 36 cannot satisfy the required torque Tp* when the shift position SP is at the R position, the allowable torque Tm2lim. Is output from the motor MG2 and the engine 22 is driven to rotate in the reverse direction so that the torque insufficient for the required torque Tp* is covered by the torque output from the engine 22 to the drive shaft 36. As a result, the vehicle can travel with the required torque Tp* even during reverse travel.

In the hybrid vehicle 20 of the embodiment, the motor MG2 is connected to the drive shaft 36 via the reduction gear 35, but may be directly connected to the drive shaft 36 or may be connected via a transmission. It may be done.

The hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 40, and the HVECU 70. However, the engine ECU 24, the motor ECU 40, and the HVECU 70 may be configured as a single electronic control unit.

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 motor MG1 corresponds to the “first motor”, the planetary gear 30 corresponds to the “planetary gear mechanism”, the motor MG2 corresponds to the “second motor”, The battery 50 corresponds to a “battery”, and the engine ECU 24, the motor ECU 40, and the HVECU 70 correspond to a “control device”.

The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is that the embodiment implements the invention 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 without departing from the scope of the present invention. Of course, it can be implemented.

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

20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 planetary gear, 35 reduction gear, 36 drive shaft, 37 differential gear, 38a , 38b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position sensor, 45 temperature sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery Electronic control unit (battery ECU), 54 electric power line, 70 Hybrid electronic control unit (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, 126 fuel injection valve, 128a intake valve, 128b exhaust valve, 129 combustion chamber, 130 spark plug, 132 piston, 133 exhaust pipe, 134 purification Device 136 Throttle motor 137 Valve mechanism, 138a Intake cam, 138b Exhaust cam, 139a Intake side variable valve timing mechanism, 139b Exhaust side variable valve timing mechanism, 140 Crank position sensor, 142 Water temperature sensor, 144a, 144b Cam position sensor 146 throttle position sensor, 148 vacuum sensor, MG1, MG2 motor.

Claims (1)

An engine capable of forward rotation drive and reverse rotation drive,
A first motor,
A planetary gear mechanism in which a rotating shaft of the first motor, an output shaft of the engine, and a drive shaft to which drive wheels are connected are sequentially connected to three rotating elements arranged in order in an alignment chart,
A second motor having a rotating shaft connected to the drive shaft so as to output power;
A battery for exchanging electric power with the first motor and the second motor;
A control device for driving and controlling the engine, the first motor, and the second motor;
A hybrid vehicle comprising:
During reverse traveling, the control device compares a required torque required for traveling with an allowable maximum torque of the second motor. When the required torque is equal to or less than the allowable maximum torque, the engine is stopped while the engine is stopped. The engine, the first motor, and the second motor are controlled so that the vehicle travels in reverse only with the torque from the second motor, and when the required torque exceeds the maximum allowable torque, the engine is reversely driven. The engine, the first motor, and the second motor are controlled so that a torque obtained by subtracting the allowable maximum torque from the required torque is output from the engine to the drive shaft to perform reverse traveling.
Hybrid car.

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