JP2009196454A - Vehicle, drive device, and vehicle control method - Google Patents

Abstract

An operation feeling at the time of downshift is improved regardless of input limitation of a power storage device.
When the shift position SP is changed from the D position to the S position or when the shift position is downshifted at the S position (S160), torque on the braking side is generated by the motoring of the engine by the first motor and the second motor. Is applied to the drive shaft to output the required torque Tr * within the range of the battery input / output limits Win and Wout (S220 to S280), and the second motor in order to exceed the battery input limit Win of the required torque Tr *. Torque that cannot be output from the vehicle is output to the drive shaft by the hydraulic brake (S290). As a result, it is possible to output a downshift torque Td (T) that gives the driver the same operational feeling as a shift feeling in a vehicle having a stepped automatic transmission (S170 to S210). The operational feeling at the time of downshift can be improved regardless of the limit Win.
[Selection] Figure 4

Description

  The present invention relates to a vehicle, a driving apparatus, and a vehicle control method. More specifically, the present invention is in a virtual shift position having at least one position where a braking force when the accelerator is off is required to be larger than a normal driving position. A vehicle that travels by outputting a required braking force based on a virtual shift position accompanied by motoring of the internal combustion engine with fuel supply stopped when necessary, and a drive device mounted on such a vehicle, and a It relates to a control method.

Conventionally, in this type of vehicle, an engine, a first motor, an output shaft of the engine, a rotation shaft of the first motor, and a drive shaft connected to a drive wheel are respectively connected with a carrier, a sun gear, and a ring gear. A planetary gear mechanism, a second motor connected to the drive shaft, and a battery that exchanges electric power with the first motor and the second motor are provided. The smaller the shift stage, the more the required torque to the drive shaft is in the drive range (D range). ), Which has a shift position that functions as a so-called sequential shift (see, for example, Patent Document 1). In this vehicle, when the accelerator is turned off and the vehicle is downshifted while traveling, the motoring of the fuel-cut engine is accompanied by motoring, and immediately after being downshifted in a vehicle of a type having a stepped automatic transmission. The shift feeling is improved by controlling the engine and the two motors so that the vehicle travels by a torque obtained by adding the torque fluctuation acting on the drive wheel side to the required torque.
JP 2006-160238 A

  In the above-mentioned vehicle, even when the accelerator is turned off and a downshift operation is performed, driving is performed in a state where the maximum allowable power for charging the battery is limited, such as when the remaining capacity (SOC) of the battery is large. The shift feeling may not be sufficiently given to the person. Even if a certain amount of braking force can be applied to the drive shaft by the motoring by the first motor and the braking torque from the second motor of the engine whose fuel has been cut, the braking torque is applied from the second motor during forward traveling. Since the generated electric power is generated when the battery is output, there is a case where the braking force corresponding to the temporary torque fluctuation according to the downshift operation cannot be sufficiently output in a state where the charging of the battery is greatly restricted.

  The main object of the vehicle, the drive device, and the vehicle control method of the present invention is to improve the operational feeling at the time of downshift regardless of the input limitation of the power storage device.

  The vehicle, the drive device, and the vehicle control method of the present invention employ the following means in order to achieve at least the above-described main object.

The vehicle of the present invention
Connected to the internal combustion engine and a drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, the drive shaft and the output with input and output of electric power and power Electric power motive power input / output means capable of inputting / outputting power to / from the shaft, an electric motor capable of inputting / outputting motive power to / from the drive shaft, the electric power motive power input / output means, an electric storage means capable of exchanging electric power with the electric motor, and a vehicle The braking force applying means that can apply braking force to the vehicle and the braking force when the accelerator is off is in a virtual shift position having at least one position that requires a braking force larger than the normal driving position. The internal combustion engine and the electric power drive so that the requested braking force based on the virtual shift position is output with motoring of the internal combustion engine in a state where fuel supply is stopped. And control means for controlling the output means and the electric motor and the braking force applying means, a vehicle provided with,
Input limit setting means for setting an input limit as the maximum allowable power when charging the power storage means based on the state of the power storage means,
When the downshift operation is performed using the virtual shift position in an accelerator-off state, the control means performs the downshift with motoring of the internal combustion engine in a state where fuel supply is stopped as necessary. The internal combustion engine and the electric power power input / output means so as to travel by outputting an execution braking force which is a sum of the downshift braking force and the required braking force to give an operational feeling according to the operation; When the normal braking time control for controlling the electric motor is executed, the normal braking time control is executed when the electric power for charging the power storage means falls within the set input restriction range, and the normal braking time control is executed. When the electric power for charging the electric storage means falls outside the set input restriction range, the electric power for charging the electric storage means out of the execution braking force is set. The braking force within the force limit range is output by the control of the internal combustion engine, the power power input / output means and the electric motor, and the remaining braking force is output by the braking force applying means so as to travel. Means for controlling the internal combustion engine, the power input / output means, the electric motor, and the braking force applying means;
This is the gist.

  In the vehicle according to the present invention, the downshift operation can be performed in the state where the accelerator is off using the virtual shift position having at least one position where the braking force when the accelerator is off is larger than the normal driving position. When it is done, the required control based on the downshift braking force and virtual shift position to give an operational feeling corresponding to the downshift operation with the motoring of the internal combustion engine with the fuel supply stopped as necessary When the normal braking control for controlling the internal combustion engine, the power power input / output means, and the electric motor is executed so as to travel by outputting the execution braking force that is the sum of the braking power and the power, the power for charging the power storage means is stored in the power storage means. When it is within the input limit range as the maximum allowable power when charging the power storage means based on the state of When the time control is executed, when the power for charging the power storage means falls outside the range of the input restriction, the braking force for the power for charging the power storage means within the input restriction range is included in the execution braking force. The internal combustion engine, the electric power drive input / output means, the electric motor, and the braking force applying means are controlled so that the remaining braking force is output by the braking force applying means and traveled by the output means and the motor. Thereby, the operational feeling at the time of downshift can be improved irrespective of the input limitation of the power storage means. Here, the “downshift braking force” includes a braking force for a predetermined time in order to generate a relatively small predetermined torque shock in the vehicle.

  In such a vehicle according to the present invention, the power driving input / output means is connected to three axes of a generator for inputting / outputting power, the drive shaft, the output shaft, and a rotating shaft of the generator, Or a three-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from any one of the two axes.

The drive device of the present invention is
The internal combustion engine, the power storage means, and a braking force applying means capable of applying a braking force to the vehicle are mounted on the vehicle, connected to a drive shaft connected to the axle, and rotatable independently of the drive shaft. Power power input / output means connected to the output shaft and capable of inputting / outputting power to / from the drive shaft and the output shaft with input / output of power and power, and capable of exchanging power with the power storage means, and to the drive shaft An electric motor capable of inputting and outputting power and capable of exchanging electric power with the power storage means, and a virtual shift position having at least one position where the braking force when the accelerator is off is required to be greater than the normal driving position In some cases, the required braking force based on the virtual shift position is output with the motoring of the internal combustion engine with the fuel supply stopped as necessary. A driving apparatus comprising control means for controlling the internal combustion engine and the electric power-mechanical power input output mechanism and the motor the braking force application means, and
Input limit setting means for setting an input limit as the maximum allowable power when charging the power storage means based on the state of the power storage means,
When the downshift operation is performed using the virtual shift position in an accelerator-off state, the control means performs the downshift with motoring of the internal combustion engine in a state where fuel supply is stopped as necessary. The internal combustion engine and the electric power power input / output means so as to travel by outputting an execution braking force which is a sum of the downshift braking force and the required braking force to give an operational feeling according to the operation; When the normal braking time control for controlling the electric motor is executed, the normal braking time control is executed when the electric power for charging the power storage means falls within the set input restriction range, and the normal braking time control is executed. When the electric power for charging the electric storage means falls outside the set input restriction range, the electric power for charging the electric storage means out of the execution braking force is set. The braking force within the force limit range is output by the control of the internal combustion engine, the power power input / output means and the electric motor, and the remaining braking force is output by the braking force applying means so as to travel. Means for controlling the internal combustion engine, the power input / output means, the electric motor, and the braking force applying means;
This is the gist.

  In the driving device of the present invention, the downshift operation is performed in a state where the accelerator is off using the virtual shift position having at least one position where the braking force when the accelerator is off is larger than the normal driving position. A request based on a downshift braking force and a virtual shift position to give an operational feeling corresponding to the downshift operation with motoring of the internal combustion engine with the fuel supply stopped when necessary When the normal braking control for controlling the internal combustion engine, the power power input / output means, and the electric motor is executed so as to run by outputting the execution braking force that is the sum of the braking force and the braking force, the electric power for charging the storage means is stored. When the power storage means is charged based on the state of the means, it is within the range of the input limit as the maximum allowable power. When the electric power for charging the power storage means is out of the input restriction range when the braking control is executed, the internal combustion engine and the electric power are used for the braking force in which the electric power for charging the electric storage means is within the input restriction range of the execution braking force. The internal combustion engine, the power drive input / output means, the electric motor, and the braking force applying means are controlled so that the remaining braking force is output by the braking force applying means and the vehicle is driven by the control of the input / output means and the electric motor. Thereby, the operational feeling at the time of downshift can be improved irrespective of the input limitation of the power storage means. Here, the “downshift braking force” includes a braking force for a predetermined time in order to generate a relatively small predetermined torque shock in the vehicle.

The vehicle control method of the present invention includes:
Connected to the internal combustion engine and a drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, the drive shaft and the output with input and output of electric power and power Electric power motive power input / output means capable of inputting / outputting power to / from the shaft, an electric motor capable of inputting / outputting motive power to / from the drive shaft, the electric power motive power input / output means, an electric storage means capable of exchanging electric power with the electric motor, and a vehicle And a braking force applying means capable of applying a braking force to the vehicle, the braking force when the accelerator is off is in a virtual shift position having at least one position that requires a braking force larger than the normal driving position. Sometimes the required braking force based on the virtual shift position is output and traveled with motoring of the internal combustion engine with fuel supply stopped as necessary. Controlling a combustion engine and the electric power-mechanical power input output mechanism and said electric motor and said braking force applying means, a control method for a vehicle,
When the downshift operation is performed using the virtual shift position with the accelerator off, the operation according to the downshift operation is accompanied by motoring of the internal combustion engine with the fuel supply stopped as necessary. The internal combustion engine, the electric power power input / output means, and the electric motor are controlled so as to travel by outputting an execution braking force that is a sum of the downshift braking force and the required braking force for giving a feeling. When the normal braking control is performed, the normal braking control is performed when the power for charging the power storage means falls within the range of the input limit as the maximum allowable power when charging the power storage means based on the state of the power storage means. And when the normal braking control is executed, the power storage means is included in the execution braking force when the power for charging the power storage means falls outside the input limit range. The braking force with which the electric power to be charged is within the input restriction range is output by the control of the internal combustion engine, the power drive input / output unit and the electric motor, and the remaining braking force is output by the braking force applying unit. And controlling the internal combustion engine, the electric power drive input / output means, the electric motor, and the braking force applying means so as to travel.
It is characterized by that.

  In the vehicle control method of the present invention, the braking force when the accelerator is off is reduced in a state where the accelerator is off using the virtual shift position having at least one position where a braking force larger than the normal driving position is required. When the shift operation is performed, the downshift braking force and the virtual shift position are provided to give an operational feeling corresponding to the downshift operation with motoring of the internal combustion engine with the fuel supply stopped as necessary. Electric power for charging the storage means when executing the normal braking control for controlling the internal combustion engine, the power input / output means and the motor so as to run by outputting the effective braking force that is the sum of the required braking force based on the required braking force When the battery is within the input limit range as the maximum allowable power when charging the power storage means based on the state of the power storage means, the normal braking control is executed. When the normal braking control is executed, when the electric power for charging the electric storage means is out of the input restriction range, the braking force for the electric power for charging the electric storage means within the input restriction range is included in the execution braking force. The internal combustion engine, the electric power drive input / output means, the electric motor, and the braking force applying means are controlled so that the remaining braking force is output by the braking force applying means and traveled by the control of the electric power power input / output means and the electric motor. To do. Thereby, the operational feeling at the time of downshift can be improved irrespective of the input limitation of the power storage means. Here, the “downshift braking force” includes a braking force for a predetermined time in order to generate a relatively small predetermined torque shock in the vehicle.

  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 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, A brake actuator 92 for controlling the brakes of the drive wheels 63a and 63b and driven wheels (not shown) and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

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

The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 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, the 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 the motor 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set 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 brake actuator 92 has a braking torque corresponding to the share of the brake in the braking force applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 90 and the vehicle speed generated according to the depression of the brake pedal 85, and the driving wheels 63a and 63b. In addition, the brake wheel cylinder 96a is adjusted so that the braking torque acts on the drive wheels 63a, 63b and the driven wheels regardless of the depression of the brake pedal 85, regardless of the hydraulic pressure of the brake wheel cylinders 96a to 96d acting on the driven wheels (not shown). The hydraulic pressure of ˜96d can be adjusted. The brake actuator 92 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 94. The brake ECU 94 inputs signals such as wheel speeds from wheel speed sensors (not shown) attached to the drive wheels 63a, 63b and driven wheels, a steering angle from a steering angle sensor (not shown), and the driver inputs the brake pedal 85. The anti-lock brake system function (ABS) that prevents any of the driving wheels 63a, 63b and the driven wheels from slipping when the vehicle is depressed, or the driving wheels 63a, 63b when the driver depresses the accelerator pedal 83. Also, traction control (TRC) for preventing any one of them from slipping due to idling, posture holding control (VSC) for holding the posture while the vehicle is turning, etc. are also performed. The brake ECU 94 communicates with the hybrid electronic control unit 70, and controls the drive of the brake actuator 92 by a control signal from the hybrid electronic control unit 70, and signals related to each wheel speed and, if necessary, the brake actuator 92. Data on the state is output to the hybrid electronic control unit 70.

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

  Further, in the hybrid vehicle 20 of the embodiment, as the shift position SP of the shift lever 81, a parking position (P position) used during parking, a reverse position (R position) for reverse travel, a neutral position (N position), normal In addition to the forward drive position (D position), a sequential shift position (S position), an upshift instruction position, and a downshift instruction that allow an arbitrary virtual shift position to be selected from a plurality of virtual shift positions. Positions are prepared. When the D position is selected as the shift position SP, in the hybrid vehicle 20 of the embodiment, drive control is performed so that the engine 22 is operated efficiently. If the S position is selected as the shift position SP, it is possible to change the ratio of the rotational speed of the engine 22 with respect to the vehicle speed V to, for example, six stages (SP1 to SP6) mainly during deceleration. In the embodiment, when the shift lever 81 is set to the S position by the driver, the shift position SP is set to the fifth stage SP5 as an initial stage, and the shift position sensor 82 detects that the shift position SP = SP5. The Thereafter, when the shift lever 81 is set to the upshift instruction position, the shift position SP is raised by one step (upshifted), while when the shift lever 81 is set to the downshift instruction position, the shift position SP is set to 1. The position is lowered (downshifted) step by step, and the shift position sensor 82 outputs the current shift position SP according to the operation of the shift lever 81.

  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 the 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 integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the accelerator pedal 83 is turned off during traveling will be described. FIG. 4 is a flowchart illustrating an example of an accelerator-off drive control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec) when the accelerator is off.

  When the accelerator-off-time drive control routine 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 vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1 of the motors MG1 and MG2. , Nm2, input / output restrictions Win and Wout of the battery 50, and the like, a process of inputting data necessary for control is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input shift position SP and the accelerator vehicle speed V. Is set (step S110). In the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the shift position SP, the vehicle speed V, and the required torque Tr * when the accelerator is off. When the SP and the vehicle speed V are given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map. As shown in the figure, a relationship is defined in which the required torque Tr * is reduced (the braking-side torque is increased) as the shift stage at the S position is smaller than when the shift position SP is the D position and SP6.

  Subsequently, the shift position SP is checked (step S120), and when the shift position SP is the D position, a value of 0 is set to the target rotational speed Ne * of the engine 22 so that the engine 22 travels in a stopped state ( In step S130, a value 0 is set in the torque command Tm1 * of the motor MG1 (step S140).

  On the other hand, when the shift position SP is the S position, that is, one of the positions SP1 to SP6, the initial value is set to 0, and the downshift flag F is set to 1 in the process of step S170 described later. Is checked (step S150). Considering immediately after the execution of this routine, since the downshift flag F is determined to be 0, it is determined whether or not the shift position SP is changed from the D position to the S position, or the shift position SP is set to S. It is determined whether or not the position has been downshifted (for example, changed from “SP4” to “SP3”) (step S160). Here, whether the shift position SP is changed from the D position to the S position or whether the shift position SP is downshifted at the S position is compared with the current value of the input shift position SP and the previous value. Can be determined. When it is determined that the shift position SP has been changed from the D position to the S position or has been downshifted at the S position, a value 1 is set in the downshift flag F and a timer T (not shown) is started (step S170). Based on the shift position SP and the vehicle speed V, a downshift torque Td (T) that changes according to the elapsed time of the timer T is set (step S180), and the required torque Tr * set in step S110 is set to the required torque Tr *. The required torque Tr * is reset by adding the downshift torque Td (T) corresponding to the elapsed time (step S190). Here, in the embodiment, the downshift torque Td (T) is stored in the ROM 74 as a downshift torque setting map by predetermining the relationship among the shift position SP, the vehicle speed V, and the downshift torque Td (T). In addition, when the shift position SP and the vehicle speed V are given, the corresponding downshift torque Td (T) is derived and set from the map. FIG. 6 shows an example of a downshift torque setting map. Consider a state where the vehicle is decelerating with the accelerator off in a vehicle having a stepped automatic transmission that shifts the power from the engine and outputs it to the drive wheels. When a downshift is performed in this state, immediately after that, a torque shock to the braking side temporarily acts on the drive wheel side with an increase in the engine speed, and then a so-called engine according to the engine speed. The brake acts on the drive wheel side. The downshift torque Td (T) is similar to the shift feeling in a vehicle having a stepped automatic transmission by simulating a temporary torque shock immediately after such a downshift operation. Is output to give the driver a feeling of For this reason, as shown in the figure, the downshift torque Td (T) changes in a locus in which the chevron corresponding to the waveform of such torque fluctuation is turned upside down until a predetermined time ΔT elapses after the timer T is started. As the shift stage at the S position is smaller, a smaller (larger absolute value) peak value is set at an earlier timing, and as the vehicle speed V is higher, a larger peak value (smaller absolute value) is set. It was supposed to be. This is because a large torque shock occurs at a relatively early timing as the shift stage is small and the engine speed is high in a vehicle having a stepped automatic transmission, or the map shown in FIG. 5 is smaller as the vehicle speed V is higher. When a large torque fluctuation as an absolute value is applied to the set required torque Tr * (largely on the braking side), the braking side torque acts excessively on the ring gear shaft 32a, and the behavior of the vehicle depends on the road surface condition (low μ road). This is based on the reason that it may be unstable. If it is determined in step S160 that the shift position SP has not been changed from the D position to the B position and has not been downshifted at the S position, the process proceeds to the next process.

  Then, the engine associated with the rotational resistance of the engine 22 that stopped the fuel injection by multiplying the required torque Tr * by the rotation speed Nr of the ring gear shaft 32a by a coefficient k (for example, 0.5 or 0.6). The target friction power Pe * of 22 is set (step S220), and the target rotational speed Ne * of the engine 22 that satisfies the set target friction power Pe * is set (step S230). Here, the coefficient k is for determining the torque distribution on the brake side to be applied to the ring gear shaft 32a by the rotational resistance of the engine 22 in the required torque Tr *. In addition, in the embodiment, the target rotational speed Ne * is obtained by previously obtaining the relationship between the target friction power Pe * and the target rotational speed Ne * by experiments or the like and stored in the ROM 74 as a map (not shown), and the target friction power Pe *. Is set by deriving the corresponding target rotational speed Ne * from the map.

  When the target rotational speed Ne * of the engine 22 is set in this way, the following equation (1) is used by using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30. 1) Calculate the target rotational speed Nm1 * of the motor MG1 and calculate the torque command Tm1 * of the motor MG1 based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S240). ). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 shows an example of a collinear diagram showing the dynamic relationship between the rotation speed and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling while decelerating with the accelerator off. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate the torque acting on the ring gear shaft 32a by the friction torque Te associated with the rotational resistance of the engine 22 when the engine 22 that has stopped fuel injection is motored by the motor MG1, and the motor MG2. The torque Tm2 output from the motor 2 acts on the ring gear shaft 32a via the reduction gear 35. 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 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the torque command Tm1 * of the motor MG1 is set and calculated in step S140 or step S240, the current rotational speed Nm1 of the motor MG1 is set to the torque command Tm1 * of the motor MG1 set and calculated as the input / output limits Win and Wout of the battery 50. The torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplication by the rotational speed Nm2 of the motor MG2 3) and the equation (4) (step S250), and from the motor MG2 using the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30 and the gear ratio Gr of the reduction gear 35. A temporary torque Tm2tmp, which is a temporary value of the torque to be output, is calculated by the equation (5) (step S2 0), calculated torque limit Tmin, set the torque command Tm2 * of the motor MG2 limits the tentative torque Tm2tmp at Tmax (step S270). Here, equation (5) can be easily derived from the nomogram of FIG. 7 described above. When the shift position SP is the D position and the value 0 is set in the torque command Tm1 * in step S140, the processing in steps S250 to S270 is performed when the motor MG2 outputs all of the required torque Tr *. This is a process for setting the torque command Tm2 * so that the power from the MG2 does not exceed the input / output limits Win and Wout of the battery 50.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  When the target rotational speed Ne * of the engine 22 and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set in this way, a fuel cut command is sent to the engine ECU 24 so that fuel injection of the engine 22 is not performed, and the torques of the motors MG1, MG2 are set. The commands Tm1 * and Tm2 * are respectively transmitted to the motor ECU 40 (step S280), and the brake actuator 92 is controlled by multiplying the temporary torque Tm2tmp of the motor MG2 by the torque ratio Tm2 * and the gear ratio Gr of the reduction gear 35. That is, a brake torque command Tb * for applying a braking torque to the ring gear shaft 32a by the hydraulic brake is set and transmitted to the brake ECU 94 (step S290), and the accelerator-off-time drive control routine is terminated. The engine ECU 24 that has received the fuel cut command stops the fuel injection of the engine 22 when fuel injection is being performed, and the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * drives the motor MG1 with the torque command Tm1 *. The brake ECU 94 that controls the switching elements of the inverters 41 and 42 so that the motor MG2 is driven by the torque command Tm2 *, and receives the brake torque command Tb *, sends the brake torque command Tb * to the ring gear shaft 32a. The brake actuator 92 is controlled so that the corresponding braking torque is applied.

  When the downshift flag F is determined to be 1 in step S150, it is determined whether or not the predetermined time ΔT has elapsed since the timer T was started (step S200). If the predetermined time ΔT has not elapsed. When the determination is made, as shown in the downshift torque setting map in FIG. 6, the downshift torque Td (T) based on the elapsed time of the timer T is added to the required torque Tr * set in step S110 and the required torque. Tr * is set again (step S190), and the processing after step S220 is performed. When it is determined that the predetermined time ΔT has elapsed, the required torque Tr * is reset by the downshift torque Td (T). Without setting the value 0 in the downshift flag F and resetting the timer T to the value 0 (step S210), Step S220 performs the subsequent processes to end the accelerator-off drive control routine. As the predetermined time ΔT, a time determined based on the shift position SP and the vehicle speed V according to the map of FIG. 6 is used. By such control, when the shift position SP is changed from the D position to the S position or when the shift position SP is downshifted at the S position, the torque on the braking side is controlled by the motoring of the engine 22 by the motor MG1 and the motor MG2. Is applied to the ring gear shaft 32a to output the required torque Tr * within the range of the input / output limits Win and Wout of the battery 50, and shown as the brake torque Tb by the hydraulic brake on the R axis of the collinear diagram illustrated in FIG. As described above, when there is torque that cannot be output from the motor MG2 because the required torque Tr * exceeds the input limit Win of the battery 50, it is possible to travel by outputting such torque to the ring gear shaft 32a by the hydraulic brake. Therefore, the required torque Tr * reset to output the downshift torque Td (T) for giving the driver the same feeling as the shift feeling in the vehicle of the type having a stepped automatic transmission. Of these, even when there is torque that cannot be output by the control of the engine 22 and the motors MG1 and MG2, such torque is output by the hydraulic brake, so that the torque for dow shift is not applied to the ring gear shaft 32a. Regardless of the input limit Win of the battery 50, the shift feeling during downshifting can be improved. Even if there is a slight difference in the responsiveness between the motor MG2 and the hydraulic brake, a certain amount of torque can be output by the hydraulic brake. Therefore, regardless of the input limit Win of the battery 50, the shift fee at the time of downshifting can be output. The ring can be improved.

  According to the hybrid vehicle 20 of the embodiment described above, motoring of the engine 22 by the motor MG1 when the shift position SP is changed from the D position to the S position or when the shift position SP is downshifted at the S position. And the motor MG2 cause the braking side torque to act on the ring gear shaft 32a to output the required torque Tr * within the range of the input / output limits Win and Wout of the battery 50. Of the required torque Tr *, the input limit Win of the battery 50 When there is torque that cannot be output from the motor MG2 due to exceeding the torque, the torque is output to the ring gear shaft 32a by the hydraulic brake and travels, so that it is the same as the shift feeling in the type of vehicle having a stepped automatic transmission. Give the driver a feeling of It is possible to output a downshift torque Td (T) for, it is possible to improve the shift feeling during a downshift regardless of the input limit Win of the battery 50.

  In the hybrid vehicle 20 of the embodiment, the temporary torque Tm2tmp is limited by the torque limit Tmin based on the input limit Win of the battery 50, the torque command Tm2 * of the motor MG2 is set, and the motor MG2 cannot output from the required torque Tr *. The torque is set to the brake torque command Tb * using the torque command Tm2 *. However, when the temporary torque Tm2tmp is limited by the torque limit Tmin based on the input limit Win of the battery 50, the share of the hydraulic brake is larger. The torque limit Tm2tmp is set by limiting the temporary torque Tm2tmp with a torque limit imposed further than the torque limit Tmin, and the brake torque command Tb2 * is set using the torque command Tm2 * thus set. It may be a thing.

  In the hybrid vehicle 20 of the embodiment, the downshift torque Td (T) is output when the shift position SP is changed from the D position to the S position or when the shift position SP is downshifted at the S position. However, in a vehicle provided with a brake position (B position) as a single shift stage in which the braking force when the accelerator is off is larger than the D position instead of or in addition to the S position as the shift position SP of the shift lever 81, The downshift torque Td (T) may be output when the shift position SP is changed from the D position to the B position.

  In the hybrid vehicle 20 of the embodiment, the downshift torque Td (T) is set by using the downshift torque setting map of FIG. 6, but the shift position SP is changed from the D position to the S position. In vehicles in which SP4 smaller than SP5 is set as the initial stage, when the shift position SP is changed from the D position to the S position, the absolute value is larger than the torque set according to SP4 in the map of FIG. A map in which torque is set may be used, and when the shift position SP is downshifted at the S position, the downshift torque Td (T) may be set using the map of FIG.

  In the hybrid vehicle 20 of the embodiment, the downshift torque Td (T) is set based on the shift position SP and the vehicle speed V using the downshift torque setting map of FIG. Depending on the characteristics of the engine 22 and the vehicle, the smaller the shift stage, the smaller the absolute value is set, the higher the vehicle speed V is, the larger the absolute value is set, and the predetermined time ΔT is set to a uniform time. Thus, the downshift torque may be set in any tendency based on the shift position SP and the vehicle speed V, or the downshift torque may be set only on the basis of the shift position SP regardless of the vehicle speed V. I do not care.

  In the hybrid vehicle 20 of the embodiment, a fixed value such as 0.5 or 0.6 is set to the coefficient k that determines the torque distribution on the brake side to be applied to the ring gear shaft 32a by the rotational resistance of the engine 22 among the required torque Tr *. Although used, it is good also as what uses the value set based on the state and running state of the battery 50, such as the input limitation Win of the battery 50, and the vehicle speed V, as the coefficient k.

  In the hybrid vehicle 20 of the embodiment, the downshift torque Td (T) that changes in the mountain-shaped locus is set by the downshift torque setting map in FIG. 6, but the waveform locus corresponding to the torque fluctuation is set. A changing downshift torque Td (T) 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 shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 9) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It does not matter as a form of vehicles, such as a train other than a motor vehicle, the drive device mounted in such a vehicle, and the control method of 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 power distribution and integration mechanism 30 and the motor MG1 correspond to “power power input / output means”, the motor MG2 corresponds to “electric motor”, and the battery 50 corresponds to “ Brake actuator 92 and brake wheel cylinders 96a to 96d that adjust the hydraulic pressure of the brake wheel cylinders 96a to 96d so that the braking torque acts on the brake master cylinder 90 and the drive wheels 63a and 63b and driven wheels (not shown). Is equivalent to the “braking force applying means”, and is based on the remaining capacity (SOC) of the battery 50 based on the integrated value of the charge / discharge current detected by the current sensor and the battery temperature Tb of the battery 50. A battery ECU 52 that calculates an input limit Win that is the maximum allowable power that may charge the battery 50 It corresponds to “input limit setting means”, and when the shift position SP is changed from the D position to the S position when the accelerator is off, or when the shift position SP is downshifted at the S position, the motor MG1 motoring the engine 22 Torque command Tm1 * of motor MG1 is set so that braking side torque acts on ring gear shaft 32a, and torque of motor MG2 is output so that required torque Tr * is output to ring gear shaft 32a within the range of input limit Win of battery 50. The input limit Win of the battery 50 is set out of the required torque Tr * which is set as the sum of the required torque Tr * based on the accelerator opening Acc and the vehicle speed V and the downshift torque Td (T) by setting the command Tm2 *. Torque that cannot be output from motor MG2 A hybrid that executes the processing of steps S110 and S150 to S290 of the accelerator-off drive control routine of FIG. 4 that sets the brake torque command Tb * to act on the ring gear shaft 32a by the brake and transmits the fuel cut command and each set value. Engine ECU 24 that receives the fuel cut command in response to the electronic control unit 70 and stops the fuel injection of the engine 22, motor ECU 40 that receives the torque commands Tm1 * and Tm2 * and controls the motors MG1 and MG2, and the brake torque command Tb *. The brake ECU 94 that controls the brake actuator 92 corresponds to “control means”. The motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “three-axis power input / output unit”. Further, the counter-rotor motor 230 also corresponds to “power power input / output 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 “power power input / output means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1 or the counter-rotor motor 230, and is connected to the drive shaft connected to the axle. As long as it is connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft and can input / output power to / from the drive shaft and output shaft with input / output of electric power and power, it may be anything. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a power drive input / output means and an electric motor such as a capacitor. As the “braking force applying means”, the brake actuator 92 and the brake wheel cylinder 96a that adjust the hydraulic pressure of the brake wheel cylinders 96a to 96d so that the braking torque acts on the brake master cylinder 90 and the driving wheels 63a and 63b and driven wheels (not shown). It is not limited to what is comprised by -96d, What kind of thing may be sufficient as long as it can provide braking force to a vehicle. The “input limit setting means” is not limited to the one that calculates the input limit Win based on the remaining capacity (SOC) of the battery 50 and the battery temperature Tb of the battery 50, but the remaining capacity (SOC) and the battery. Any one that sets an input limit as the maximum allowable power that permits charging of the power storage means based on the state of the power storage means, such as a calculation based on the internal resistance of the battery 50 in addition to the temperature Tb, for example. It does not matter. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, the motor ECU 40, and the brake ECU 94, and may be configured by a single electronic control unit. In addition, the “control means” includes motoring of the engine 22 by the motor MG1 when the shift position SP is changed from the D position to the S position when the accelerator is off, or when the shift position SP is downshifted at the S position. Torque command Tm1 * of motor MG1 is set so that braking side torque acts on ring gear shaft 32a, and torque of motor MG2 is output so that required torque Tr * is output to ring gear shaft 32a within the range of input limit Win of battery 50. The input limit Win of the battery 50 is set out of the required torque Tr * which is set as the sum of the required torque Tr * based on the accelerator opening Acc and the vehicle speed V and the downshift torque Td (T) by setting the command Tm2 *. The torque that cannot be output from the motor MG2 because of exceeding The brake torque command Tb * is set so as to act on the ring gear shaft 32a by rake, and the fuel injection of the engine 22 is stopped or the motors MG1 and MG2 are controlled by the set torque commands Tm1 * and Tm2 * based on the fuel cut command. It is not limited to the one that controls the brake actuator 92 with the brake torque command Tb * that has been set, but when the downshift operation is performed using the virtual shift position in the accelerator-off state, The execution braking force, which is the sum of the downshift braking force and the required braking force to give an operational feeling corresponding to the downshift operation accompanying motoring of the internal combustion engine with the fuel supply stopped. Executes normal braking control that controls the internal combustion engine, power drive input / output means, and electric motor to output and travel When the electric power for charging the power storage means falls within the set input limit range, the normal braking time control is executed, and when the normal braking time control is executed, the electric power for charging the power storage means falls outside the set input limit range. In some cases, the remaining braking force is output by the control of the internal combustion engine, the power power input / output means, and the motor for the braking force within the input restriction range in which the power for charging the power storage means is set in the execution braking force. As for the above, any means may be used as long as it controls the internal combustion engine, the power drive input / output means, the electric motor, and the braking force applying means so as to travel by being output by the braking force applying means. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / 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. Any one of the three shafts connected to the three shafts of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the shaft or those having a differential action different from the planetary gear such as a differential gear. As long as power is input / output to / from the remaining shafts based on the power input / output to / from the shafts, any device may be used. 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. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

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

  The present invention can be used in the manufacturing industry of vehicles and drive devices.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is 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 the accelerator off performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the map for torque setting for downshifts. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 at the time of driving | running | working decelerating by accelerator-off. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integrated mechanism 30, when decelerating by accelerator-off and drive | working with the effect | action of a hydraulic brake. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line , 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch , 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 brake master cylinder, 92 brake actuator, 94 electronic control unit for brake ( Brake ECU), 96a to 96d, brake wheel cylinder, 230 pair rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (5)

Connected to the internal combustion engine and a drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, the drive shaft and the output with input and output of electric power and power Electric power motive power input / output means capable of inputting / outputting power to / from the shaft, an electric motor capable of inputting / outputting motive power to / from the drive shaft, the electric power motive power input / output means, an electric storage means capable of exchanging electric power with the electric motor, and a vehicle The braking force applying means that can apply braking force to the vehicle and the braking force when the accelerator is off is in a virtual shift position having at least one position that requires a braking force larger than the normal driving position. The internal combustion engine and the electric power drive so that the requested braking force based on the virtual shift position is output with motoring of the internal combustion engine in a state where fuel supply is stopped. And control means for controlling the output means and the electric motor and the braking force applying means, a vehicle provided with,
Input limit setting means for setting an input limit as the maximum allowable power when charging the power storage means based on the state of the power storage means,
When the downshift operation is performed using the virtual shift position in an accelerator-off state, the control means performs the downshift with motoring of the internal combustion engine in a state where fuel supply is stopped as necessary. The internal combustion engine and the electric power power input / output means so as to travel by outputting an execution braking force which is a sum of the downshift braking force and the required braking force to give an operational feeling according to the operation; When the normal braking time control for controlling the electric motor is executed, the normal braking time control is executed when the electric power for charging the power storage means falls within the set input restriction range, and the normal braking time control is executed. When the electric power for charging the electric storage means falls outside the set input restriction range, the electric power for charging the electric storage means out of the execution braking force is set. The braking force within the force limit range is output by the control of the internal combustion engine, the power power input / output means and the electric motor, and the remaining braking force is output by the braking force applying means so as to travel. Means for controlling the internal combustion engine, the power input / output means, the electric motor, and the braking force applying means;
vehicle.   The vehicle according to claim 1, wherein the downshift braking force is a braking force for a predetermined time in order to generate a relatively small predetermined torque shock in the vehicle.   The power motive power input / output means is connected to three axes of a generator for inputting / outputting motive power, the drive shaft, the output shaft, and a rotating shaft of the generator, and enters any two of the three axes. The vehicle according to claim 1, further comprising: a three-axis power input / output unit configured to input / output power to the remaining shaft based on the output power. The internal combustion engine, the power storage means, and a braking force applying means capable of applying a braking force to the vehicle are mounted on the vehicle, connected to a drive shaft connected to the axle, and rotatable independently of the drive shaft. Power power input / output means connected to the output shaft and capable of inputting / outputting power to / from the drive shaft and the output shaft with input / output of power and power, and capable of exchanging power with the power storage means, and to the drive shaft An electric motor capable of inputting and outputting power and capable of exchanging electric power with the power storage means, and a virtual shift position having at least one position where the braking force when the accelerator is off is required to be greater than the normal driving position In some cases, the required braking force based on the virtual shift position is output with the motoring of the internal combustion engine with the fuel supply stopped as necessary. A driving apparatus comprising control means for controlling the internal combustion engine and the electric power-mechanical power input output mechanism and the motor the braking force application means, and
Input limit setting means for setting an input limit as the maximum allowable power when charging the power storage means based on the state of the power storage means,
When the downshift operation is performed using the virtual shift position in an accelerator-off state, the control means performs the downshift with motoring of the internal combustion engine in a state where fuel supply is stopped as necessary. The internal combustion engine and the electric power power input / output means so as to travel by outputting an execution braking force which is a sum of the downshift braking force and the required braking force to give an operational feeling according to the operation; When the normal braking time control for controlling the electric motor is executed, the normal braking time control is executed when the electric power for charging the power storage means falls within the set input restriction range, and the normal braking time control is executed. When the electric power for charging the electric storage means falls outside the set input restriction range, the electric power for charging the electric storage means out of the execution braking force is set. The braking force within the force limit range is output by the control of the internal combustion engine, the power power input / output means and the electric motor, and the remaining braking force is output by the braking force applying means so as to travel. Means for controlling the internal combustion engine, the power input / output means, the electric motor, and the braking force applying means;
Drive device. Connected to the internal combustion engine and a drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, the drive shaft and the output with input and output of electric power and power Electric power motive power input / output means capable of inputting / outputting power to / from the shaft, an electric motor capable of inputting / outputting motive power to / from the drive shaft, the electric power motive power input / output means, an electric storage means capable of exchanging electric power with the electric motor, and a vehicle And a braking force applying means capable of applying a braking force to the vehicle, the braking force when the accelerator is off is in a virtual shift position having at least one position that requires a braking force larger than the normal driving position. Sometimes the required braking force based on the virtual shift position is output and traveled with motoring of the internal combustion engine with fuel supply stopped as necessary. Controlling a combustion engine and the electric power-mechanical power input output mechanism and said electric motor and said braking force applying means, a control method for a vehicle,
When the downshift operation is performed using the virtual shift position with the accelerator off, the operation according to the downshift operation is accompanied by motoring of the internal combustion engine with the fuel supply stopped as necessary. The internal combustion engine, the electric power power input / output means, and the electric motor are controlled so as to travel by outputting an execution braking force that is a sum of the downshift braking force and the required braking force for giving a feeling. When the normal braking control is performed, the normal braking control is performed when the power for charging the power storage means falls within the range of the input limit as the maximum allowable power when charging the power storage means based on the state of the power storage means. And when the normal braking control is executed, the power storage means is included in the execution braking force when the power for charging the power storage means falls outside the input limit range. The braking force with which the electric power to be charged is within the input restriction range is output by the control of the internal combustion engine, the power drive input / output unit and the electric motor, and the remaining braking force is output by the braking force applying unit. And controlling the internal combustion engine, the electric power drive input / output means, the electric motor, and the braking force applying means so as to travel.
A method for controlling a vehicle.

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