JP2008265598A - Vehicle and control method thereof - Google Patents

Abstract

In a vehicle including an internal combustion engine, a power input / output device, and two electric motors, traveling according to demand is performed with fixing of an output shaft of the internal combustion engine.
When an abnormality of the engine is determined (S510), or when an abnormality of the second motor is determined (S530), the shift position SP is an R position for reverse travel and the gradient θ is greater than or equal to a threshold θref. (S540, S550), when the temperature Tm of the second motor is equal to or higher than the threshold Tref (S560), when the accelerator opening Acc is equal to or higher than the threshold Aref (S570), and when the remaining battery capacity (SOC) is equal to or higher than the threshold Sref When conditions for turning on the clutch that fixes the crankshaft of the engine, such as (S580), are satisfied, the engine is stopped and the clutch is turned on (S600, S610), within the range of battery input / output restriction. The two motors are controlled so that the required torque is output to the drive shaft and travels.
[Selection] Figure 6

Description

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

Conventionally, this type of vehicle includes an engine, a first motor, a planetary gear mechanism in which a carrier, a sun gear, and a ring gear are connected to a crankshaft of the engine, a rotation shaft of the first motor, and a drive shaft, respectively, and a drive. There has been proposed one that includes a second motor connected to a shaft and a lock mechanism that locks the engine while stopping the rotation of the crankshaft of the engine (see, for example, Patent Document 1). In this vehicle, the engine is stopped during deceleration, the crankshaft is locked, and regenerative braking is performed by the first motor.
JP 2005-138777 A

  In the vehicle described above, the specific conditions for stopping the engine and locking the crankshaft are not clarified, and there are cases where the vehicle cannot travel with the crankshaft locked or unlocked. For example, when the vehicle is unable to travel properly due to inconveniences such as when the road surface gradient is large and the vehicle cannot travel reversely when unlocked or when the engine and the second motor fail There is.

  It is an object of the present invention to provide a vehicle including an internal combustion engine, a power input / output device, and two electric motors, and to travel as required with fixing the output shaft of the internal combustion engine.

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

The vehicle of the present invention
An internal combustion engine;
A first electric motor capable of inputting and outputting power;
Connected to three shafts of a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotation shaft of the first electric motor, and the remainder based on the power input / output to / from any two of the three shafts 3-axis power input / output means for inputting / outputting power to / from the shaft,
A second electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the first motor and the second motor;
Fixing means for fixing the output shaft of the internal combustion engine to be non-rotatable;
Required driving force setting means for setting required driving force required for the drive shaft;
When the predetermined fixed condition is not satisfied, the internal combustion engine and the first engine are driven so that the driving force based on the set required driving force is output to the driving shaft while the output shaft of the internal combustion engine is rotatable. The first motor, the second motor, and the fixing means are controlled, and when the predetermined fixing condition is satisfied, the internal combustion engine is stopped while the output shaft of the internal combustion engine is fixed to be non-rotatable. Control means for controlling the internal combustion engine, the first electric motor, the second electric motor, and the fixing means so that the driving force based on the set required driving force is output to the drive shaft and travels;
It is a summary to provide.

  In the vehicle according to the present invention, when a predetermined fixing condition is not satisfied, a driving force based on a required driving force required for the drive shaft is output to the drive shaft while the output shaft of the internal combustion engine is rotatable and travels. The internal combustion engine, the first electric motor, the second electric motor, and the fixing means are controlled, and when the predetermined fixing condition is satisfied, the internal combustion engine is stopped and requested while the output shaft of the internal combustion engine is fixed to be non-rotatable. The internal combustion engine, the first electric motor, the second electric motor, and the fixing means are controlled so that the driving force based on the driving force is output to the drive shaft and travels. Therefore, when the predetermined fixing condition is satisfied, the driving force from the first electric motor is driven using the reaction force acting on the fixing means by setting the output shaft of the internal combustion engine to be non-rotatably fixed. Since it can be output to the shaft, the vehicle can run by the first electric motor and the second electric motor. Further, since the driving force based on the requested driving force is output to the driving shaft regardless of the establishment of the predetermined fixing condition, the driving is controlled, so that the driving according to the request is performed with the fixing of the output shaft of the internal combustion engine. be able to.

  In such a vehicle of the present invention, the predetermined fixed condition may be a condition that the remaining capacity of the power storage means is equal to or greater than a predetermined remaining capacity, or a condition that an accelerator operation amount is equal to or greater than a predetermined operation amount. It can also be. In this way, when the remaining capacity of the power storage means is greater than or equal to the predetermined remaining capacity, or when the accelerator operation amount is greater than or equal to the predetermined operation amount, the vehicle can be driven by the first motor and the second motor. Compared with the vehicle using only the power from the second electric motor when traveling using the motor, a larger driving force can be output to the drive shaft. As a result, traveling according to the request can be performed more reliably.

  In the vehicle of the present invention, the predetermined fixed condition may be a condition in which the shift position is in a reverse travel position. Therefore, when the shift position is in the reverse traveling position, the vehicle can be driven by the first electric motor and the second electric motor, so that only the power from the second electric motor is used when traveling using the power from the electric motor. A larger driving force can be output to the drive shaft as compared with the case using the. As a result, it is possible to perform the reverse travel according to the request more reliably. In this case, the predetermined fixed condition may be a condition in which the gradient of the traveling road surface is equal to or greater than the predetermined gradient in the reverse direction. By doing so, it is possible to cope with a situation where it is difficult to travel backward only by the power from the second electric motor because the gradient of the traveling road surface is equal to or greater than the predetermined gradient.

  Further, in the vehicle according to the present invention, the predetermined fixing means may be a condition that the vehicle cannot travel using the power from the internal combustion engine. It may be a condition that makes it impossible to travel using the power from the electric motor. In this way, even when the vehicle cannot travel using the power from the internal combustion engine, the vehicle can be driven by the first electric motor and the second electric motor. Even when the vehicle cannot travel using the power from the second electric motor, the vehicle can be driven by the power from the first electric motor.

  Alternatively, in the vehicle of the present invention, the predetermined fixing condition may be a condition in which the vehicle speed is less than the predetermined vehicle speed. In this case, the predetermined fixed condition is a condition that the vehicle speed is less than the first vehicle speed when the output limit based on the remaining capacity of the power storage means is less than a predetermined limit amount, and the output limit based on the remaining capacity of the power storage means is The vehicle speed may be a condition that the vehicle speed is less than the second vehicle speed that is higher than the first vehicle speed when the predetermined limit amount is exceeded. In this way, when the output limit of the power storage means is greater than or equal to the predetermined limit amount, the first motor and the second motor perform more under the vehicle speed conditions than when the output limit of the power storage means is less than the predetermined limit amount. It can be set as the state which can drive | work.

The vehicle control method of the present invention includes:
An internal combustion engine, a first electric motor capable of inputting / outputting power, a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotation shaft of the first electric motor; Three-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from any two shafts, a second motor capable of inputting / outputting power to / from the drive shaft, and the first motor And a vehicle control method comprising: a power storage unit capable of exchanging electric power with the second motor; and a fixing unit capable of fixing the output shaft of the internal combustion engine in a non-rotatable manner.
When the predetermined fixed condition is not satisfied, the internal combustion engine is driven such that a driving force based on a required driving force required for the drive shaft is output to the drive shaft while the output shaft of the internal combustion engine is rotatable. And the first electric motor, the second electric motor, and the fixing means, and when the predetermined fixing condition is satisfied, the internal combustion engine is stopped with the output shaft of the internal combustion engine being fixed to be non-rotatable. And controlling the internal combustion engine, the first electric motor, the second electric motor, and the fixing means so that the driving force based on the required driving force is output to the driving shaft and travels.
It is characterized by that.

  In this vehicle control method of the present invention, when a predetermined fixed condition is not satisfied, a driving force based on a required driving force required for the drive shaft is output to the drive shaft while the output shaft of the internal combustion engine is rotatable. The internal combustion engine, the first electric motor, the second electric motor, and the fixing means are controlled so that the internal combustion engine travels, and when the predetermined fixing condition is satisfied, the internal combustion engine is stopped with the output shaft of the internal combustion engine fixed in a non-rotatable state. In addition, the internal combustion engine, the first electric motor, the second electric motor, and the fixing means are controlled so that the driving force based on the required driving force is output to the drive shaft and travels. Therefore, when the predetermined fixing condition is satisfied, the driving force from the first electric motor is driven using the reaction force acting on the fixing means by setting the output shaft of the internal combustion engine to be non-rotatably fixed. Since it can be output to the shaft, the vehicle can run by the first electric motor and the second electric motor. Further, since the driving force based on the requested driving force is output to the driving shaft regardless of the establishment of the predetermined fixing condition, the driving is controlled, so that the driving according to the request is performed with the fixing of the output shaft of the internal combustion engine. be able to.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 according to 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, And a hybrid electronic control unit 70 for controlling 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 crank position from a crank position sensor (not shown).

  The crankshaft 26 of the engine 22 is fixed to the vehicle body via a clutch C1. When the clutch C1 is turned off, its rotation is free. When the clutch C1 is turned on, its rotation is prohibited. ing. The clutch C <b> 1 is turned on and off by the hybrid electronic control unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed 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, the motor temperature Tm from the temperature sensor 45 attached to the motor MG2, the inverter temperature Ti from the temperature sensor 46 attached to the inverter 42 of the motor MG2, etc. are input. The motor ECU 40 outputs a switching control signal to the inverters 41 and 42. 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 basic values of the input / output limits Win and Wout based on the battery temperature Tb, and are input to the output limiting correction coefficient based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 2 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 3 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. From the accelerator pedal position Acc, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the gradient sensor 89 for detecting the gradient with respect to the traveling direction of the road surface. Is input via the input port. The hybrid electronic control unit 70 outputs an on / off signal to an actuator (not shown) of the clutch C1 that fixes the crankshaft 26 of the engine 22 in a non-rotatable manner through an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing. The shift position SP includes a drive position (D position) for forward travel, a reverse position (R position) for reverse travel, a neutral position (N position), and a parking position (P position) used for parking. is there.

  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. Is a charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the motor 22 is output, and the motor 22 is controlled so as to output the power corresponding to the required power from the motors MG1 and MG2 to the ring gear shaft 32a. There are operation modes. In the motor operation mode, both the motor MG1 and the motor MG2 are in a state where the power from the motor MG1 can be output to the ring gear shaft 32a as the drive shaft by using the reaction force acting on the clutch C1 with the clutch C1 turned on. Or the power from either one of the two motors, or the clutch C1 can be turned off and the crankshaft 26 of the engine 22 can be rotated to run only with the power from the motor MG2.

  Next, the operation of the hybrid vehicle 20 of the embodiment will be described. The hybrid vehicle 20 of the embodiment travels by drive control according to the clutch-off drive control routine illustrated in FIG. 4 when the clutch C1 is off, and the clutch illustrated in FIG. 5 when the clutch C1 is on. The vehicle travels by drive control by an on-time drive control routine. The clutch C1 is turned on / off by a clutch on / off control routine illustrated in FIG. These routines are repeatedly executed by the hybrid electronic control unit 70 every predetermined time (for example, every several milliseconds). Hereinafter, for convenience of explanation, first, the on / off control of the clutch C1 will be described using the clutch on / off control routine of FIG. 6, and then the clutch C1 is turned off using the clutch off time drive control routine of FIG. Next, the drive control when the clutch C1 is turned on will be described using the clutch-on-time drive control routine of FIG.

  When the clutch on / off control routine shown in FIG. 6 is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the shift position SP from the shift position sensor 82, the accelerator opening Acc from the accelerator pedal position sensor 84, and the gradient sensor 89. Required for ON / OFF control of the clutch C1, such as the gradient θ from the motor, the motor temperature Tm of the motor MG2, the remaining capacity (SOC) of the battery 50, the engine 22 abnormality flag F1, the motor MG2 abnormality flag F2, and the engine operation flag F. A process of inputting data is executed (step S500). Here, the motor temperature Tm of the motor MG2 is detected by the temperature sensor 45 and input from the motor ECU 40 by communication. Further, the remaining capacity (SOC) of the battery 50 is calculated based on the integrated value of the charge / discharge current of the battery 50 and is input from the battery ECU 52 by communication. Further, the abnormality flag F1 of the engine 22 is set by communication through an engine abnormality determination routine (not shown) executed by the engine ECU 24. In the engine abnormality determination routine, when the engine 22 is determined to be normal based on the operating state of the engine 22, a value 0 is set in the abnormality flag F1 and it is determined that the vehicle cannot travel using the power from the engine 22. When this is done, the value 1 is set in the abnormality flag F1. When the value 1 is set in the engine abnormality flag F1, the engine ECU 24 stops the fuel injection control and ignition control of the engine 22, and the hybrid electronic control unit 70 inputs the value 1 abnormality flag F1 to change the operation mode to the motor. Switch to operation mode. The abnormality flag F2 of the motor MG2 is input as set by a motor abnormality determination routine (not shown) executed by the motor ECU 40. In the motor abnormality determination routine, when the motor MG2 is determined to be normal based on the operating state of the motor MG2 and the inverter 42 such as the temperature Tm of the motor MG2 and the inverter temperature Ti of the inverter 42, a value 0 is set to the abnormality flag F2. At the same time, when it is determined that the vehicle cannot travel using the power from the motor MG2, it is determined that the abnormality flag F2 is 1. The engine operation flag F is a flag indicating that the engine 22 should be operated when the value is 0, and indicating that the operation of the engine 22 should be stopped when the value is 1. It is assumed that what is set by the engine operation determination process illustrated in FIG. 7 executed by the control unit 70 is input. Note that the engine operation determination routine of FIG. 7 will be described later for convenience of explanation.

  When the data is input in this way, the value of the abnormality flag F1 of the engine 22 is checked (step S510). When the abnormality flag F1 is 1, the engine 22 is determined to be abnormal and waits for the operation of the engine 22 to stop ( Step S600), the clutch C1 is turned on (Step S610), and this routine is terminated. When the abnormality flag F1 is 0, it is determined that the engine 22 is normal, the value of the engine operation flag F is checked (step S520), and when the engine operation flag F is 1, the vehicle travels in the torque conversion operation mode or the charge / discharge operation mode. Judgment is made, the clutch C1 is turned off (step S590), and this routine is finished. Here, the process of turning on the clutch C1 after the engine 22 is stopped is a process of maintaining the ON state when the operation of the engine 22 is already stopped and the clutch C1 is turned on. The process of turning off the clutch C1 is a process of maintaining the off state when it is already off.

  When the abnormality flag F1 of the engine 22 is 0 and the engine operation flag F is 0, it is determined that the vehicle is traveling in the motor operation mode, whether or not the abnormality flag F2 of the motor MG2 is 0 (step S530), and the shift position. Whether SP is the D position or the shift position SP is the R position and the gradient θ with respect to the reverse direction is less than the threshold θref (steps S540 and S550), and the motor temperature Tm of the motor MG2 is less than the threshold Tref. Whether the accelerator opening degree Acc is less than the threshold value Aref (step S570), and whether the remaining capacity (SOC) of the battery 50 is less than the threshold value Sref (step S580). To do. If a positive conclusion is made in all of these determinations, the clutch C1 is turned off (step S590). If a negative conclusion is made in any one of the determinations, the clutch C1 is awaited until the engine 22 is shut down. Is turned on (steps S600 and S610), and this routine is terminated. Here, the threshold value θref is for determining whether or not it is difficult to reverse travel only with the power from the motor MG2, and is based on the vehicle weight, the rated torque of the motor MG2, and the like. A predetermined value can be used. The threshold value Tref is used to determine whether or not the motor MG2 may be overheated, and a predetermined value based on the characteristics of the motor MG2 can be used. The threshold value Aref is used to determine whether or not a relatively large torque output is required within the range of the motor operation mode, and a value determined in advance through experiments or the like can be used. The threshold value Sref is used to determine whether or not the battery 50 has a sufficient margin within the range of the motor operation mode, and is determined in advance based on the capacity of the battery 50 and the characteristics of the motors MG1 and MG2. A value can be used.

  Next, drive control when the clutch C1 is turned off will be described. When the clutch-off drive control routine in FIG. 4 is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the shift position SP from the shift position sensor 82, the accelerator opening Acc from the accelerator pedal position sensor 84, and the vehicle speed. Data necessary for control, such as the vehicle speed V from the sensor 88, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, the input and output limits Win and Wout of the battery 50, the charge / discharge request power Pb * required by the battery 50, and the engine operation flag F Is input (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 and the charge / discharge request power Pb * 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 the remaining power of the battery 50. Those set based on the capacity (SOC) are input from the battery ECU 52 by communication. As the engine operation flag F, the one set by the engine operation determination process illustrated in FIG. 7 is input. Hereinafter, the description of the clutch-off drive control in FIG. 4 will be temporarily interrupted, and the engine operation determination routine in FIG. 7 will be described.

  In the engine operation determination routine of FIG. 7, first, the shift position SP from the shift position sensor 82, the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm2 of the motor MG2, the battery 50 The data required for the determination, such as charging / discharging required power Pb * and intermittent prohibition vehicle speed Vpr, are input (step S700), and the torque required for the vehicle based on the input accelerator opening Acc, vehicle speed V, and shift position SP is input. The required torque Tr * to be output to the ring gear shaft 32a as the drive shaft and the required power Pe * required for the engine 22 are set (step S710). Here, the rotation speed Nm2 of the motor MG2 and the charge / discharge required power Pb * of the battery 50 are input in the same manner as described above. The intermittent prohibition vehicle speed Vpr is for determining a state in which the vehicle speed V has sufficiently decreased and it is not necessary to operate the engine 22 in preparation for the next acceleration, and is set by an intermittent prohibition vehicle speed setting processing routine (not shown). It was supposed to be entered. Further, in the embodiment, the required torque Tr * is determined as a required torque setting map in which the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr * is determined in advance for each shift position SP (D position, R position). It is stored in the ROM 74, and when the accelerator opening Acc, the vehicle speed V, and the shift position SP are given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 8 shows an example of a required torque setting map when the shift position SP is the D position, and FIG. 9 shows an example of a required torque setting map when the shift position SP is the R position. 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. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a 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, it is determined whether or not the set required power Pe * is less than a threshold value Pref in the vicinity of the lower limit value of the power region in which the engine 22 can be operated relatively efficiently (step S720), and the vehicle speed V is the intermittent prohibition vehicle speed. It is determined whether or not it is equal to or higher than Vpr (step S730). When the required power Pe * is equal to or higher than the threshold value Pref or when the vehicle speed V is equal to or higher than the intermittent prohibition vehicle speed Vpr even if the required power Pe * is less than the threshold value Pref, it is determined that the engine 22 should be operated and the value of the engine operation flag F is set. 1 is set (step S740), and when the required power Pe * is less than the threshold value Pref and the vehicle speed V is less than the intermittent prohibition vehicle speed Vpr, it is determined that the operation of the engine 22 should be stopped and a value 0 is set to the engine operation flag F. (Step S750), and this routine ends.

  Returning to the description of the clutch-off drive control in FIG. When necessary data is input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft as the torque required for the vehicle based on the input accelerator opening Acc, vehicle speed V, and shift position SP, and the engine 22 The required required power Pe * is set in the same manner as described above (step S110), it is determined whether or not the engine 22 is in operation (step S120), and the engine operation flag input when the engine 22 is in operation. It is determined whether or not F is a value 1 (step S130).

  When the engine operation flag F is a value 1, it is determined that the operation of the engine 22 is continued, and the target rotational speed Ne * and the target torque as an operation point at which the engine 22 should be operated based on the required power Pe * set by the engine 22. Te * is set (step S140). This setting is performed based on an operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 10 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 rotational speed Nm1 * of the motor MG1 is calculated by the following equation (1) using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1, a temporary torque Tm1tmp, which is a temporary value of the torque to be output from the motor MG1, is calculated by Expression (2) (step S150). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 11 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the clutch C1 turned off and power being output from the engine 22. Show. 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. Expression (1) 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 (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

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

  Subsequently, torque limits Tm1min and Tm1max are set as upper and lower limits of the temporary torque Tm1tmp that satisfies both the expressions (3) and (4) (step S160), and the set temporary torque Tm1tmp is torque-reduced by the expression (5). The torque command Tm1 * of the motor MG1 is set by limiting with Tm1min and Tm1max (step 170). Here, Expression (4) is a relationship in which the total torque output to the ring gear shaft 32a by the motor MG1 and the motor MG2 is within a range from the value 0 to the required torque Tr *, and Expression (5) is related to the motor MG1. This is a relationship in which the sum of electric power input and output by the motor MG2 is within the range of the input and output limits Win and Wout. An example of the torque limits Tm1min and Tm1max is shown in FIG. The torque limits Tm1min and Tm1max can be obtained as the maximum value and the minimum value of the torque command Tm1 * in the region indicated by the oblique lines in the figure.

0 ≦ −Tm1 / ρ + Tm2, Gr ≦ Tr * (3)
Win ≦ Tm1 / Nm1 + Tm2 / Nm2 ≦ Wout (4)
Tm1 * = max (min (Tm1tmp, Tm1max), Tm1min) (5)

  Then, the provisional torque Tm2tmp, which is a provisional value of the torque to be output from the motor MG2, is added to the required torque Tr * by dividing the provisional torque Tm1tmp by the gear ratio ρ of the power distribution and integration mechanism 30 according to the following equation (6). The deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * by the rotation speed Nm1 of the motor MG1 is calculated (step S180). The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing by the rotational speed Nm2 of the motor MG2 are calculated by the following equations (7) and (8) (step S190) and set The temporary torque Tm2tmp applied is limited by the torque limits Tm2min and Tm2max according to the equation (9). G2 to set a torque command Tm2 * of (step S210). Here, equation (6) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1tmp / ρ) / Gr (6)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (7)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (8)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (9)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S210), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. By such control, the engine 22 can be efficiently operated within the range of the input / output limits Win and Wout of the battery 50, and the required torque Tr * can be output to the ring gear shaft 32a as a drive shaft to travel.

  When the engine operation flag F is 0 in step S130, it is determined that the operation of the engine 22 should be stopped, and a control signal for stopping the operation of the engine 22 by stopping the fuel injection control and the ignition control is transmitted to the engine ECU 24. Then, the engine 22 is stopped (step S220), and a value 0 is set to the torque command Tm1 * of the motor MG1 (step S230). Then, the value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set as a temporary torque Tm2tmp which is a temporary value of the torque to be output from the motor MG2 (step S240), and a torque command Tm1 * having a value of 0 is set. Is substituted into the above formulas (7) and (8) to calculate the torque limits Tm2min and Tm2max of the motor MG2 (step S250), and the temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max according to the formula (9). The torque command Tm2 * of the motor MG2 is set (step S260), the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S270), and this routine is finished. By such control, the operation of the engine 22 is stopped, and the required torque Tr * can be output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50 from the motor MG2. A collinear line showing the dynamic relationship between the rotational speed and torque of the rotating element of the power distribution and integration mechanism 30 when the engine 22 is running only with the power from the motor MG2 with the clutch C1 turned off and the operation of the engine 22 stopped. The figure is shown in FIG.

  If it is determined in step S120 that the engine 22 is not operating, that is, the engine 22 is stopped, it is determined whether or not the engine 22 is being started (step S280). When it is determined that the engine 22 is not being started, it is determined whether or not the engine operation flag F is a value 1 (step S290). When the engine operation flag F is a value 0, the operation stop state of the engine 22 should be continued. Judgment is performed, and the above-described steps S230 to S270 are executed.

  In step S120, it is determined that the engine 22 is stopped. In step S280, it is determined that the engine 22 is not being started. When the engine operation flag F is determined to be 1 in step S290, the engine 22 is started. It is determined that the clutch C1 is in an OFF state (step S300). When it is determined that the clutch C1 is not in the off state, it is determined that the engine 22 cannot be started, and the processes of steps S230 to S270 described above are executed. Here, it is determined that the clutch C1 is in an off state after a value 1 is set in the engine operation flag F and an off signal is output to an actuator (not shown) of the clutch C1 until it is actually turned off. This is necessary.

  When it is determined that the clutch C1 is in the off state, that is, the clutch C1 has already been turned off or the clutch C1 has been switched from on to off, it is determined that the engine 22 can be started. The torque command Tm1 * of the motor MG1 is set based on the torque map and the elapsed time t from the start of the engine 22. (Step S310). FIG. 14 shows an example of a torque map set in the torque command Tm1 * of the motor MG1 when the engine 22 is started, and an example of a change in the rotational speed Ne of the engine 22. In the torque map of the embodiment, a relatively large torque is set in the torque command Tm1 * using rate processing immediately after the time t11 when the start instruction of the engine 22 is given, and the rotational speed Ne of the engine 22 is rapidly increased. Torque that allows the engine 22 to be stably motored at the rotation speed Nref or higher at a time t12 after the rotation speed Ne of the engine 22 has passed the resonance rotation speed band or after the time necessary for passing through the resonance rotation speed band. Is set to the torque command Tm1 * to reduce the power consumption and the reaction force on the ring gear shaft 32a as the drive shaft. Then, the torque command Tm1 * is set to 0 using rate processing from the time t13 when the rotational speed Ne of the engine 22 reaches the rotational speed Nref, and the torque for power generation is torqued from the time t15 when the complete explosion of the engine 22 is determined. Set to command Tm1 *. Here, the rotational speed Nref is the rotational speed at which the fuel injection control and the ignition control of the engine 22 are started. Since the time when the engine 22 is started is considered now, a rate value used for rate processing is set in the torque command Tm1 * of the motor MG1.

  When the torque command Tm1 * of the motor MG1 is set in this way, the torque TOR to be output from the motor MG2 by adding the torque command Tm1 * of the motor MG1 divided by the gear ratio ρ of the power distribution and integration mechanism 30 to the required torque Tr *. Is calculated using the following equation (10) (step S320), and the torque limits Tm2min and Tm2max of the motor MG2 are calculated using the above-described equations (7) and (8) (step S330). ), The temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max according to the above equation (9), and the torque command Tm2 * of the motor MG2 is set (step S340), and the set torque commands Tm1 * and Tm2 * are sent to the motor ECU 40. Transmit (step S350).

  Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (10)

  Then, it is determined whether or not the rotational speed Ne of the engine 22 is equal to or higher than the rotational speed Nref for starting the fuel injection control and the ignition control (step S360). Since the start of the engine 22 is considered now, the rotational speed Ne of the engine 22 is small and has not reached the rotational speed Nref. For this reason, a negative conclusion is made in this determination, and this routine is terminated without starting the fuel injection control and the ignition control.

  When the engine 22 is started, it is determined in step S280 that the engine 22 is being started. Therefore, the processing of steps S310 to S360 described above is executed, and the rotation speed Ne of the engine 22 is determined by fuel injection control or ignition. After waiting for the engine speed Nref to be exceeded to start (step S360), a control signal is transmitted to the engine ECU 24 so that fuel injection control and ignition control are started (step S370). With such control, while the engine 22 is stopped, the motor MG2 can output the required torque Tr * to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50 to run. it can. FIG. 15 is an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the clutch C1 turned off and the engine 22 being motored. Shown in

  Next, drive control when the clutch C1 is turned on will be described. When the clutch-on-time drive control routine of FIG. 5 is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the shift position SP from the shift position sensor 82, the accelerator opening Acc from the accelerator pedal position sensor 84, and the vehicle speed. A process for inputting data necessary for control, such as the vehicle speed V from the sensor 88, the rotational speed Nm2 of the motor MG2, the motor temperature Tm of the motor MG2, the abnormality flag F2 of the motor MG2, and the input / output limits Win and Wout of the battery 50, is executed. (Step S400), the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft is set as the torque required for the vehicle based on the input accelerator opening Acc, vehicle speed V, and shift position SP (Step S410). ). Here, the rotational speed Nm2, the motor temperature Tm, and the abnormality flag F2 of the motor MG2 are input from the motor ECU 40 by communication. The input / output limits Win and Wout of the battery 50 are input from the battery ECU 52 by communication. In the embodiment, the required torque Tr * is set using the required torque setting map illustrated in FIGS. 7 and 8 described above.

  When the data is input and set in this way, the input / output limits Win and Wout of the battery 50 are divided by the rotational speed Nr (= Nm2 / Gr) of the ring gear shaft 32a, and output from the motor MG1 and the motor MG2 to the ring gear shaft 32a as a drive shaft. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be used are calculated by the following equations (11) and (12) (step S420), and the set required torque Tr * is calculated by the equation (13). , Tmax, and control torque T * is set (step S430).

Tmin = Win / (Nm2 / Gr) (11)
Tmax = Wout / (Nm2 / Gr) (12)
T * = max (min (Tr *, Tmax), Tmin) (13)

  Subsequently, based on the set control torque T *, the input vehicle speed V, the shift position SP, the motor temperature Tm of the motor MG2, and the abnormality flag F2, the ring gear shaft as the drive shaft from the motor MG1 of the control torque T *. The torque distribution rate Km1 of the torque to be output to 32a is set (step S440), and the value obtained by subtracting the torque distribution rate Km1 of the motor MG1 from the value 1 is calculated as the torque distribution rate Km2 of the motor MG2 (step S450). A torque command Tm1 * of the motor MG1 is set by the following equation (14) using the set torque distribution ratio Km1 of the motor MG1, the control torque T *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S460). The calculated torque distribution ratio Km2 of the motor MG2 is multiplied by the control torque T * to obtain the reduction gear 35. Divided by the gear ratio Gr to set a torque command Tm2 * of the motor MG2 by Equation (15) (step S470). Here, in the embodiment, the torque distribution rate Km1 of the motor MG1 is such that the motor MG2 does not output torque when the abnormality flag F2 of the motor MG2 is a value 1 indicating abnormality or the motor temperature Tm is equal to or higher than the threshold value Tref. When the value 1 is set and the abnormality flag F2 of the motor MG2 is a value 0 indicating normality and the motor temperature Tm is less than the threshold value Tref, the motor MG1 and the motor MG2 are driven efficiently or regeneratively driven with respect to the vehicle speed V. For setting the torque distribution rate, the relationship between the control torque T *, the vehicle speed V, and the torque distribution rate Km1 of the motor MG1 is determined in advance and stored in the ROM 74 so that the control torque T * is output to the ring gear shaft 32a as the drive shaft. The torque distribution rate Km1 is derived from the map and set.

Tm1 * = -Km1 ・ T * ・ ρ (14)
Tm2 * = Km2 ・ T * / Gr (15)

  Then, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S480), and the clutch-on-time drive control routine is terminated. Consider a case where the clutch C1 is turned on because the abnormality flag F1 of the engine 22 is a value 0 indicating abnormality. FIG. 16 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of the rotating elements of the power distribution and integration mechanism 30 at this time. As shown in the figure, a torque (Tm2 * · Gr) is output from the motor MG2 to the ring gear shaft 32a as a drive shaft, and the motor MG1 is used by using a reaction force acting on the clutch C1 by turning on the clutch C1. The torque (−Tm1 * / ρ) corresponding to the torque command Tm1 * is transmitted, so that it is possible to output and retreat with a larger torque than that of the retreat travel using only the power from the motor MG2. it can. Next, consider a case where the clutch C1 is turned on because the abnormality flag F2 of the motor MG2 is a value 1 indicating abnormality. At this time, no torque is output from the motor MG2, and since the vehicle travels only with the torque (-Tm1 * / ρ) from the motor MG1 in FIG. 16, the vehicle evacuates by the power from the motor MG1. Next, consider the case where the clutch C1 is turned on because the shift position SP is the R position and the gradient θ is equal to or greater than the threshold value θref. FIG. 17 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 at this time. As shown in the figure, the torque (Tm2 * · Gr) from the motor MG2 and the torque (−Tm1 * / ρ) corresponding to the torque command Tm1 * of the motor MG1 are output to the ring gear shaft 32a as the drive shaft. Therefore, even when the gradient θ is large and the reverse traveling cannot be performed only by the power from the motor MG2, the reverse traveling can be performed by outputting a larger torque. Further, considering that the clutch C1 is turned on because the motor temperature Tm of the motor MG2 is lower than the threshold value Tref, the vehicle can travel only with the torque (−Tm1 * / ρ) from the motor MG1 in FIG. Thus, the motor MG2 and the inverter 42 can be prevented from overheating, and the motor can be driven by the power from the motor MG1. Further, considering that the clutch C1 is turned on because the accelerator opening Acc is equal to or greater than the threshold value Aref or the remaining capacity (SOC) of the battery 50 is equal to or greater than the threshold value Sref, the torque (Tm2) from the motor MG2 in FIG. * · Gr) and the torque (-Tm1 * / ρ) corresponding to the torque command Tm1 * of the motor MG1 are output together, so that the motor operation mode is compared to the case of running only with the power from the motor MG2. In this range, it is possible to efficiently output a larger torque and travel.

  According to the hybrid vehicle 20 of the embodiment described above, when the abnormality of the engine 22 or the abnormality of the motor MG2 is determined, or when the shift position SP is the R position and the gradient θ is equal to or greater than the threshold θref, the motor of the motor MG2 When the condition for turning on the clutch C1 is satisfied, such as when the temperature Tm is equal to or higher than the threshold value Tref, the accelerator opening Acc is equal to or higher than the threshold value Aref, or the remaining capacity (SOC) of the battery 50 is equal to or higher than the threshold value Sref. Motor MG1 and motor MG2 stop driving engine 22 and turn on clutch C1 so that required torque Tr * is output to ring gear shaft 32a as a drive shaft within the range of input / output limits Win and Wout of battery 50. When the condition for turning on the clutch C1 is not satisfied, The engine 22, the motor MG 1, and the motor MG 2 are controlled so that the requested torque Tr * is output to the ring gear shaft 32 a as a drive shaft and travels within the range of the input / output limits Win and Wout of the battery 50 by turning off the latch C 1. As the crankshaft 26 of the engine 22 is fixed, traveling corresponding to the required torque Tr * can be performed more reliably.

  In the hybrid vehicle 20 of the embodiment, as conditions for turning on the clutch C1, conditions for determining abnormality of the engine 22, conditions for determining abnormality of the motor MG2, shift position SP is the R position, and the gradient θ is a threshold value. The condition that θref or higher, the condition that the temperature of the motor MG2 is higher than or equal to the threshold Tref, the condition that the accelerator opening Acc is higher than or equal to the threshold Aref, and the condition that the remaining capacity (SOC) of the battery 50 is higher than or equal to the threshold Sref are used. However, any one of these conditions or a combination of two or more of these conditions may be used.

  In the hybrid vehicle 20 of the embodiment, the condition that the shift position SP is the R position and the gradient θ is equal to or greater than the threshold θref is used as one of the conditions for turning on the clutch C1. The condition that the shift position SP is the R position may be used.

  In the hybrid vehicle 20 of the embodiment, various conditions are used as the conditions for turning on the clutch C1, but conditions for the vehicle speed V to be less than the predetermined vehicle speed may be used. In this case, the predetermined vehicle speed may be changed based on the output limit Wout of the battery 50. Specifically, when the output limit Wout of the battery 50 is less than the threshold value Wref, the predetermined vehicle speed V1 is set to the intermittent prohibition vehicle speed Vpr, and when the output limit Wout is equal to or higher than the threshold value Wref, the predetermined vehicle speed V2 larger than the predetermined vehicle speed V1 is set to the intermittent prohibition vehicle speed Vpr. When the vehicle speed V is less than the intermittent prohibition vehicle speed Vpr, the operation of the engine 22 is stopped and the clutch C1 is turned on. If it carries out like this, the driving | running | working for the next acceleration can be performed according to the state of the battery 50. FIG.

  In the hybrid vehicle 20 of the embodiment, the clutch C1 is turned on when the condition for further turning on the clutch C1 is satisfied when the operation of the engine 22 is to be stopped. The clutch C1 may always be turned on when the engine is in a state to be stopped. Specifically, when the required power Pe * of the engine 22 is less than the threshold value Pref and the vehicle speed V is less than the intermittent prohibition vehicle speed Vpr, the operation of the engine 22 is stopped, the clutch C1 is turned on, the abnormality flags F1, F2 and the shift position SP Even when the condition for turning on the clutch C1 is established based on the gradient θ and the like, the operation of the engine 22 is stopped and the clutch C1 is turned on. In this way, when traveling in the motor operation mode, the clutch C1 can be turned on so that the vehicle can travel using the power from both the motors MG1 and MG2.

  In the hybrid vehicle 20 of the embodiment, torque limits Tm1min and Tm1max for limiting the temporary torque Tm1tmp of the motor MG1 within the range satisfying the above-described formulas (3) and (4) are obtained, and the torque command Tm1 * of the motor MG1 is set. At the same time, the torque limits Tm2min and Tm2max are obtained from the equations (7) and (8), and the torque command Tm2 * of the motor MG2 is set. The motor torque Tm1tmp is set as it is as the torque command Tm1 * of the motor MG1, and the torque limit Tm2min and Tm2max are obtained from the equations (7) and (8) using the torque command Tm1 *. Tm2 * may be set.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 18) 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).

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

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “first electric motor”, the power distribution integration mechanism 30 corresponds to a “three-axis power input / output unit”, and the motor MG2 corresponds to “ It corresponds to the “second electric motor”, the battery 50 corresponds to the “power storage means”, the clutch C1 corresponds to the “fixing means”, and the required torque Tr * is calculated based on the accelerator opening Acc, the vehicle speed V, and the shift position SP. The hybrid electronic device that executes the processing in step S110 of the clutch-off drive control routine of FIG. 4 to be set, the processing of step S410 of the clutch-on-time drive control routine of FIG. 5, and the processing of step S710 of the engine operation determination routine of FIG. The control unit 70 corresponds to “required driving force setting means”, and the clutch-off driving control routine of FIG. 4 and the clutch-on driving control routine of FIG. , The clutch on / off control routine of FIG. 6 and the engine operation determination routine of FIG. 8 are executed to set the target engine speed Ne *, target torque Te *, and torque commands Tm1 *, Tm2 * of the motors MG1, MG2. The hybrid electronic control unit 70 for transmitting or transmitting a control signal for stopping the operation of the engine 22 or a control signal for starting the engine 22 or for controlling the on / off of the clutch C1, the target rotational speed Ne *, the target torque Te *, the engine 22 The engine ECU 24 that receives the control signal for stopping the operation of the engine and the control signal for starting the engine 22 and controls the engine 22 and the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * and controls the motors MG1 and MG2 It corresponds to “control means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “first motor” 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 / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Connected to the three shafts of the drive shaft, the output shaft of the internal combustion engine, and the rotating shaft of the first motor, such as those connected to the shaft or those having a different operation action from the planetary gear such as a differential gear, etc. As long as the power is input / output to / from the remaining shaft based on the power input / output to / from the shaft, any method may be used. The “second electric motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of electric motor such as an induction motor that can input and output power to the drive shaft. I do not care. The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with the first motor and the second motor, such as a capacitor. The “fixing means” is not limited to the clutch C1, and may be any means as long as it fixes the output shaft of the internal combustion engine in a non-rotatable manner, such as a brake, regardless of the electromagnetic type or the hydraulic type. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc, the vehicle speed V, and the shift position SP, but is requested only based on the accelerator opening Acc. For setting the required driving force required for the drive shaft, such as for setting torque or for setting the driving route in advance, setting the required torque based on the driving position on the driving route It does not matter as long as it is anything. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, the engine 22 is executed by executing the clutch-off drive control routine of FIG. 4, the clutch-on drive control routine of FIG. 5, the clutch-on / off control routine of FIG. 6, and the engine operation determination routine of FIG. The motor is not limited to controlling the motors MG1 and MG2 and controlling the clutch C1 to be turned on / off, and is a required drive set in a state where the output shaft of the internal combustion engine is rotatable when a predetermined fixed condition is not satisfied. The internal combustion engine, the first electric motor, the second electric motor, and the fixing means are controlled such that the driving force based on the force is output to the driving shaft to run, and the output shaft of the internal combustion engine cannot rotate when a predetermined fixing condition is satisfied. The internal combustion engine and the first engine are stopped so that the driving force based on the set required driving force is output to the drive shaft and travels while the engine is stopped. As long as it controls the motivation and the second electric motor and the fixing means may be any ones. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the interpretation of the invention described in the column of means for solving the problem should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problem. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the drive control routine at the time of clutch off performed by the electronic control unit for hybrids 70 of an Example. It is a flowchart which shows an example of the drive control routine at the time of clutch ON performed by the electronic control unit for hybrids 70 of an Example. It is a flowchart which shows an example of the clutch on-off control routine performed by the hybrid electronic control unit 70 of an Example. It is a flowchart which shows an example of the engine driving | running determination routine performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the request | requirement torque setting map when shift position SP is D position. It is explanatory drawing which shows an example of the request | requirement torque setting map when shift position SP is R position. 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. An example of a collinear diagram showing a dynamic relationship between the number of revolutions and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the clutch C1 turned off and power being output from the engine 22 is shown. It is explanatory drawing. It is explanatory drawing explaining a mode that torque limitation Tm1min and Tm1max are set. A collinear line showing the dynamic relationship between the rotational speed and torque of the rotating element of the power distribution and integration mechanism 30 when the engine 22 is running only with the power from the motor MG2 with the clutch C1 turned off and the operation of the engine 22 stopped. It is explanatory drawing which shows an example of a figure. It is explanatory drawing which shows an example of the torque map set to the torque command Tm1 * of motor MG1 at the time of engine 22 start, and an example of the mode of the rotation speed Ne of the engine 22. Explanation showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the power distribution and integration mechanism 30 when the engine 22 is running with the clutch C1 turned off and the motor 22 being motored. FIG. A mechanical relationship between the rotational speed and torque of the rotating element of the power distribution and integration mechanism 30 when the vehicle is traveling forward using the power from both motors with the clutch C1 turned on and the operation of the engine 22 stopped. It is explanatory drawing which shows an example of an alignment chart. A mechanical relationship between the rotational speed and torque in the rotating element of the power distribution and integration mechanism 30 when the vehicle is traveling backward using the power from both motors with the clutch C1 turned on and the operation of the engine 22 stopped. It is explanatory drawing which shows an example of an alignment chart. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20, 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, 45, 46 Temperature 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 Igni 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, C1 clutch, MG1, MG2 motor.

Claims (10)

An internal combustion engine;
A first electric motor capable of inputting and outputting power;
Connected to three shafts of a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotation shaft of the first electric motor, and the remainder based on the power input / output to / from any two of the three shafts 3-axis power input / output means for inputting / outputting power to / from the shaft,
A second electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the first motor and the second motor;
Fixing means for fixing the output shaft of the internal combustion engine to be non-rotatable;
Required driving force setting means for setting required driving force required for the drive shaft;
When the predetermined fixed condition is not satisfied, the internal combustion engine and the first engine are driven so that the driving force based on the set required driving force is output to the driving shaft while the output shaft of the internal combustion engine is rotatable. The first motor, the second motor, and the fixing means are controlled, and when the predetermined fixing condition is satisfied, the internal combustion engine is stopped while the output shaft of the internal combustion engine is fixed to be non-rotatable. Control means for controlling the internal combustion engine, the first electric motor, the second electric motor, and the fixing means so that the driving force based on the set required driving force is output to the drive shaft and travels;
A vehicle comprising:   The vehicle according to claim 1, wherein the predetermined fixed condition is a condition in which a remaining capacity of the power storage unit is equal to or greater than a predetermined remaining capacity.   The vehicle according to claim 1, wherein the predetermined fixed condition is a condition in which an accelerator operation amount is equal to or greater than a predetermined operation amount.   The vehicle according to any one of claims 1 to 3, wherein the predetermined fixed condition is a condition in which a shift position is at a position for reverse travel.   The vehicle according to claim 4, wherein the predetermined fixed condition is a condition in which a gradient of the traveling road surface is equal to or greater than a predetermined gradient in the reverse direction.   The vehicle according to any one of claims 1 to 5, wherein the predetermined fixing means is a condition in which the vehicle cannot travel using power from the internal combustion engine.   The vehicle according to any one of claims 1 to 6, wherein the predetermined fixing condition is a condition in which the vehicle cannot travel using power from the second electric motor.   The vehicle according to any one of claims 1 to 7, wherein the predetermined fixing condition is a condition in which a vehicle speed is less than a predetermined vehicle speed.   The predetermined fixed condition is a condition in which the vehicle speed is less than the first vehicle speed when the output limit based on the remaining capacity of the power storage means is less than a predetermined limit amount, and the output limit based on the remaining capacity of the power storage means is the predetermined control. The vehicle according to claim 8, wherein the vehicle speed is less than a second vehicle speed that is higher than the first vehicle speed when the amount is greater than or equal to the limit amount. An internal combustion engine, a first electric motor capable of inputting / outputting power, a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotation shaft of the first electric motor; Three-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from any two shafts, a second motor capable of inputting / outputting power to / from the drive shaft, and the first motor And a vehicle control method comprising: a power storage unit capable of exchanging electric power with the second motor; and a fixing unit capable of fixing the output shaft of the internal combustion engine in a non-rotatable manner.
When the predetermined fixed condition is not satisfied, the internal combustion engine is driven such that a driving force based on a required driving force required for the drive shaft is output to the drive shaft while the output shaft of the internal combustion engine is rotatable. And the first electric motor, the second electric motor, and the fixing means, and when the predetermined fixing condition is satisfied, the internal combustion engine is stopped with the output shaft of the internal combustion engine being fixed to be non-rotatable. And controlling the internal combustion engine, the first electric motor, the second electric motor, and the fixing means so that the driving force based on the required driving force is output to the driving shaft and travels.
A method for controlling a vehicle.

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